Rans Incorporated Archives - ByDanJohnson.com

Rans Incorporated

Phone: (785) 625-6346

Hays, KS 67601 - USA

Ultralight April 2020 — Ninth in the Vintage Series: Rans S-4/5

By Dan Johnson || April 17, 2020 Leave a Comment

This first year I ever saw Randy Schlitter fly one his models at an airshow seems a hundred years ago. Indeed, since that distant memory at Sun 'n Fun, this Kansas company has created a profusion of designs and delivered nearly 5,000 aircraft. To say it has been a great run qualifies as a significant understatement.

Today's S-21 Outbound (pilot report video) or S-20 Raven (pilot report video) seem a long ways off from those very early models yet it does not take an expert eye to see they are clear descendants from the original Rans aircraft. What began this fascinating evolution of a light airplane company started almost 40 years ago — here's a report on the very first model, still flying! That humble little Coyote (Kansas is a U.S. prairie state so coyotes are a logical name) began something great but it remains a wonderful light airplane that you can buy today for a song.

Rans S-4 and S-5

"The founder of Rans Aircraft, Randy is one of the most prolific designers of ultralight, experimental and Light-Sport Aircraft that I know," said Videoman Dave in his production of these ten vintage ultralight videos on his The Ultralight Flyer YouTube channel.

"The quality and finish of his aircraft and kits has to be seen to be appreciated," Dave added. I completely agree. I have often told Randy how I admired the factory finish of the airplanes he presents to interested pilots at airshows. A stickler for getting it right, Randy demurs my admiration but anyone who has closely examined his models at an event knows I am not exaggerating. The Rans line of ultralight aircraft were first introduced at Sun 'n Fun 1983.

Then and today, most Rans models have been made available in both tricycle gear and taildragger configurations. Most of Randy's designs are high-wing, strut-braced, tractor aircraft, though a smaller number of models were pushers and one current model is the low-wing S-19 Ventura. Both S-4 and S-5 featured the same bolt-and-rivet-joined aluminum tube construction, covered in sewn, slip-on Dacron sailcloth envelopes.

Kit assembly time for these fairly simple aircraft was between 100 and 125 hours. "Rans' manuals and instructional building guides lead the industry in completeness," expressed Dave. "No special tools or jigs are required to build the planes and they can be built in a single car garage." Both Rans S-4 and S-5 feature standard stick-and-rudder three-axis controls with flaps. They have a center-mounted stick and left-hand throttle. As Randy is a longtime fan of Rotax aircraft engines, power was supplied to S-4/5 by the single cylinder Rotax 277 at first followed by the more powerful, twin-cylinder 377 or 447 engines. When equipped with the more powerful engines, climb comes in at 750 feet per minute.

Cruise speed in S-4/5 is 55 to 60 miles per hour while stall, using optimal flaps, is 25 miles per hour. Both S-4/5 are enclosed cockpit designs but can be flown with the doors removed (which all of we early ultralight pilots love). Either model can be fitted with floats or skis and cabin heat and ventilation is available. If you find a used Rans S-4 and S-5 The Ultralight Flyer recommends that the plane's fabric be tested, the airframe, wings, landing gear, and the control systems be thoroughly inspected. Check the history of the engine and if uncertain, remove and inspect pistons for wear and seizure. At the time of production of this video The Ultralight Flyer would estimate the value of a used Rans S-4 and S-5 from the 1980s to be between $4,500 and $6,500.

Even before S-4, Randy Schlitter created S-3, which he flies in this image taken 35 years after first flight. He said it still flies great. Image by Joey Bahr.

S-4 and S-5 lead to the S-6 Coyote, a two seater, that has proven to be the most successful (by units sold) of any Rans Aircraft. To say the single seater Coyote models (S-3, -4, and -5) led to Randy's and Rans' fame is not stretching the truth. Congratulations to the whole Rans team and its well-known leader. The next installment will conclude this Vintage Ultralight series. Based on response, Videoman Dave's effort went over very well. A hunger continues for affordable aviation (this website's main focus) and this interest joins a fascination with the history of light aviation. These vintage ultralights — all dating from the early 1980s, now 40 years ago! — are recalled by many readers who are obviously pleased to see them back in the spotlight. I'm glad you have enjoyed them. Watch for the finale in a couple days!

https://youtu.be/uUGv5nkINgE

This first year I ever saw Randy Schlitter fly one his models at an airshow seems a hundred years ago. Indeed, since that distant memory at Sun ‘n Fun, this Kansas company has created a profusion of designs and delivered nearly 5,000 aircraft. To say it has been a great run qualifies as a significant understatement. Today’s S-21 Outbound (pilot report video) or S-20 Raven (pilot report video) seem a long ways off from those very early models yet it does not take an expert eye to see they are clear descendants from the original Rans aircraft. What began this fascinating evolution of a light airplane company started almost 40 years ago — here’s a report on the very first model, still flying! That humble little Coyote (Kansas is a U.S. prairie state so coyotes are a logical name) began something great but it remains a wonderful light airplane that you can buy today for a song.

What’s Coming to Light-Sport Aircraft and Sport Pilot Kit Aircraft in 2020 (or so)?

By Dan Johnson || May 9, 2019 12 Comments

Could 2020 bring a new description of aircraft under the LSA banner? Could this include greater capabilities and opportunities? Could you get the airplane you want for less? When?! Yes, yes, and yes …but probably not as soon as you want. The regulation may not emerge in 2020 but whatever the announcement date, what could be coming and how will it affect you? We still have more to report from Sun 'n Fun and Aero 2019 — and we will! — but numerous conversations at each event have pointed to another topic of keen interest to many: "What's coming and when?" Manufacturers of aircraft are among the most interested to hear more, but so are individual pilots and all the organizations and other enterprises that serve the recreational aircraft market. In this article, let's take a closer look. (More articles will follow.)

Arion's Lightning XS, powered by Continental's 180-horsepower Titan engine, is a huge performer with fixed landing gear. This is a kit, although Arion also makes a ready-to-fly Special LSA version called LS-1.

EAA has adeptly branded their good work to some of these ends as MOSAIC, or Modernization of Special Airworthiness Certificates. The spelled-out name is rather dull but MOSAIC is savvy as you can remember it and say it quickly. LAMA has been working with FAA personnel taking a different tactic (earlier article about LAMA initiatives) while coordinating with EAA, AOPA, and GAMA in its advocacy efforts. Each organization's work has value and may converge into what FAA finally offers.

Builder Assist Centers

Nearly everyone in recreational aviation is by now well aware that the country is dotted with enterprises calling themselves a Builder Assist Center. This was not always the case.

Sweden's Blackwing is a retractable two seater with in-flight adjustable propeller. These qualities require a kit-built aircraft in America today. Blackwing is also available with fixed gear that could (but does not yet) qualify as an SLSA.

In short, a Build Center means a buyer of a kit aircraft can find assistance, tools, a facility, jigs, and more at a physical location where they can assemble their chosen kit. Build Centers have proliferated in recent years and a brief background explains why. Back in the 1950s Paul Poberezny and his entourage of airplane enthusiasts willing to build their own flying machine had a tougher path. Homebuilding was a new idea then. In the earliest days you bought plans from a designer and you "scratch built" your airplane by collecting elements and fabricated those you could not buy. Scratch building was difficult and took a long time but it was highly educational. Indeed, that's how Paul and EAA sold the idea to FAA. (Great job, Paul and fellow builders!)

Rans offers their S-21 Outbound in either tricycle gear as shown or in taildragger with a choice of powerplants. You can buy this aircraft assembled or in kit form.

Companies like Van's, Rans, and many others slowly evolved the plans-built concept into kits that attempted to speed construction by offering parts, then whole subassemblies, and later, quick-build kits. It took years as FAA and industry worked out the details. Those kits continually got better, more recently including precision match-hole construction that provides parts a builder can more accurately join together without costly jigs. Homebuilding was still time consuming but the process got far easier. Finished aircraft also got better with factory-made parts fitting more perfectly than ones a homebuilder cut or welded him or herself. Over decades this lead to locations where now-qualified builders helped other builders. Finally, people got into the business of helping people. This may not have been exactly what FAA (or Paul) envisioned back in the '50s and '60s but they allowed a great expansion of the idea as part of the experimentation and education of pilot builders. Today, Experimental aircraft are a substantial part of the overall U.S. aircraft fleet (approaching 20% of all aircraft!). Some are marvelous, fast, sophisticated flying machines that Joe Homebuilder probably should not build on his or her own. FAA recognized the value of professional help and did not discourage the effort.

Blackshape's Prime is another aggressive tandem seating European hot rod with retractable gear. In the USA today it would have to be assembled from a kit.

As aircraft got more capable (faster, larger, better equipped, more complex) build centers become even more valuable. Some kits were so challenging for the average builder that professionals began to assist them. It took time but these build centers stayed within the limits of what FAA permitted under the so-called 51% rule. Now, with a new regulation in development, the agency may expand on the Professional Builder Center concept greatly.* A pilot seeking any number of fast, bush, or amphibious aircraft — commonly in kit form to deliver a vast array of configurations — will have a far easier time assembling it and the resulting aircraft will almost surely be better.

Then What?

Once you've got one of these speedy aircraft built, how can you learn to fly it or transition from a different aircraft you presently fly? Can you hire someone?

Build centers can help individuals achieve highly finished looks like this new Bristell with its handsome flush-mounted avionics.

Yes, you can. This article details another positive change FAA has made to better serve the LSA and Sport Pilot kit community. As this series — "The Future of LSA+SP Kits" — progresses we'll cover other aspects of the regulation to come and how it may affect both producers and buyers. However, implementation of a new rule is still years in the future. Until then, you have many marvelous choices in fine fully-built LSA, kit aircraft, and ultralights …so go enjoy the skies!

* DISCLAIMER — As with following articles in this series, what is described here is the best available information at the time of publication. In spring of 2019, FAA's regulation is still in early stages of development and it is a huge, sweeping rule set that touches on many parts of the FARs. What finally emerges may or may not be as described here.

Could 2020 bring a new description of aircraft under the LSA banner? Could this include greater capabilities and opportunities? Could you get the airplane you want for less? When?! Yes, yes, and yes …but probably not as soon as you want. The regulation may not emerge in 2020 but whatever the announcement date, what could be coming and how will it affect you? We still have more to report from Sun ‘n Fun and Aero 2019 — and we will! — but numerous conversations at each event have pointed to another topic of keen interest to many: “What’s coming and when?” Manufacturers of aircraft are among the most interested to hear more, but so are individual pilots and all the organizations and other enterprises that serve the recreational aircraft market. In this article, let’s take a closer look. (More articles will follow.) EAA has adeptly branded their good work to some of these ends as MOSAIC, or Modernization of Special Airworthiness Certificates.

Sun ‘n Fun Day 4 — Rans Outbound Tricycle, Amphibious Trikes, Electric Powered Paraglider

By Dan Johnson || April 6, 2019 2 Comments

Sun 'n Fun streaks on with Blue Angels and Stearmans cracking the air. Exhibits are active. People are shopping for the right airplane. Strong crowds were present at peak times. Opening day may have set a record. Generally vendors and customers seemed to be in good spirits. Recreational aviation looks healthy. As I spoke with vendors, one comment I heard repeatedly — freely offered but never requested — was "The economy is good. People have money to spend." This statement came up often enough to give it weight. Those of you shopping at home can have a little fun with PlaneFinder 2.0. Clicking or tapping a few categories will help you zero in on the best choices for you. Then you can click to articles or videos about them. Outbound — Rans has enjoyed quite a run with their newest, the S-21 Outbound. It is a handsome taildragger with performance to make STOL designs jealous.

The trouble is, for the last two generations of pilots, nearly all were instructed in a tricycle gear airplane. Most have also heard stories about ground loops causing damage and hurting pride. They stick to tricycle gear and given their training, that's probably appropriate. For Sun 'n Fun 2019, Rans brought Outbound in tricycle gear. Despite what many might have expected the configuration looks good. The nose wheel doesn't affect handling or performance; "it flies the same as the tail dragger," said Randy Schlitter. Outbound can be powered by a Rotax 912 with 100 horsepower or up to a Titan X340 with 180 horsepower. Randy said the climb with the bigger engine is impressive (850 to 1,500 fpm) but fuel usage rises noticeably (from 5.5 to 7 gph, and pilot real-life experience may result an even greater gap). Takeoff is also fast with the big engine: just over 300 feet to leave the runway and just under 400 to land …in skilled hands, of course. However, interestingly Rans quotes essentially the same launch and landing values for the Rotax 912.

With the tricycle gear, you can have robust but smaller tires or you can opt for the tricycle version of bush gear; doing so gives greater prop clearance for larger diameters. All outbounds can go both ways, taildragger or tri-gear. It takes about four hours to swap out the hardware but the airframe is built to accommodate either configuration. More Outbound info (pdf) for either configuration. See video below. Amphib Trikes — Michael Percy and his Airtime Aircraft enterprise deliver a most agreeably priced seaplane, a combination of Krueger floats and a trike carriage built by his organization. Amphibious weight shift trikes are not common, but I have flown a few and they work reasonably well. In fact the way a trike leaves and arrives back on the water seems to jibe with the posture of a trike. If you watch a wheeled trike meet runway, you will observe that the main gear always touch first; the carriage is suspended under the wing in that way to facilitate rotation for lift off.

Airtime has the trike carriage attached optimally to the floats to complement this quality of trikes and the results are good. I watched as Michael cycled the gear up and down (look for a mini video as soon as I find time). It's a remarkably fast moving system and appears very simple. This system is used in two configurations on both the company's aircraft. Airtime Aircraft offers two trike models. One is the Cygnet that became a Special LSA ten years ago. It has seen refinements but is essentially the same aircraft, probably because it works well. Explorer 103 is a legitimate Part 103 aircraft using the added weight FAA permits under guidance. To look at them, though, the two models appear much the same aircraft except for the extra seat and added structure to accommodate the 912 engine on Cygnet. More Airtime amphibious trike info. Electric PPG — One of the rigs I was most impressed with was an electric powered paraglider (PPG). The one I examined was for foot launch but I was told it would work well on a lightweight wheeled as are common in PPGs.

I learned of this from Planet PPG owner, Paul Czarnecki, also a popular voice in Paradise City this year along with Stephanie Bensinger. These two did great work announcing activities in the area. The electric PPG was a creation of John Magdic in conjunction with Open PPG. This is a modern-style open-source project (think: Linux operating system) where you can purchase components to make your own electric PPG. How successful could this be? According to information provided to Sun 'n Fun judges, Magdic's four motor system can produce 165 pounds of thrust, comparable to the most powerful gasoline PPG units and substantially more than the average PPG. Magdic's Open PPG propulsion system has 30 pounds of batteries that can provide 30 minutes of power. If you want more you could double the four to eight batteries and get an hour's flying time but your rig will then be of similar weight to a gas-powered PPG. For many, 30 minutes of flying time may be sufficient. Cost, according to Czarnecki, is about $5,000 for the electric power frame, $3,000 for a wing, and if you want it, a wheeled carriage is about $1,500 making a full price for a complete aircraft less than $10,000. That's affordable flying!

Here is our video on Rans Outbound in taildragger configuration but note this is the same airplane seen at Sun 'n Fun 2019 in tricycle gear. https://youtu.be/VxUc0Z2ixCY

Sun ‘n Fun streaks on with Blue Angels and Stearmans cracking the air. Exhibits are active. People are shopping for the right airplane. Strong crowds were present at peak times. Opening day may have set a record. Generally vendors and customers seemed to be in good spirits. Recreational aviation looks healthy. As I spoke with vendors, one comment I heard repeatedly — freely offered but never requested — was “The economy is good. People have money to spend.” This statement came up often enough to give it weight. Those of you shopping at home can have a little fun with PlaneFinder 2.0. Clicking or tapping a few categories will help you zero in on the best choices for you. Then you can click to articles or videos about them. Outbound — Rans has enjoyed quite a run with their newest, the S-21 Outbound. It is a handsome taildragger with performance to make STOL designs jealous.

Sun ‘n Fun 2018: Records Set, Sales Made, Customers Smiling

By Dan Johnson || April 15, 2018 4 Comments

Just Aircraft's SuperSTOL still draws huge attention but it was their little Part 103 Solo that wowed crowds.

Sun ‘n Fun 2018 is done. The show actually closed early at about 1 PM due to forecasts of severe weather. Within hours, a bustling event began to look like a ghost town. Despite the rushed finish, the event appeared to be a huge success. Reports were that it was a all-time record result for Sun ‘n Fun; we’ll wait to see the numbers to know more detail. My conversations with several vendors indicated strong sales interest and orders were taken, so customers and vendors both appear to be satisfied. I spoke to many fans at the show and our conversations demonstrate to me that light aviation is very alive and well. In fact, I see this as one of the most invigorated periods in recent years. The interest is broad based and includes Part 103 ultralight vehicles, gyroplanes, modestly priced Special LSA, and top-line LSA models. On the kit side, interest also appears strong enough that backlogs are growing. For pilots who can't wait, a deepening market is developing for used LSA, many with very low time and great equipment installed — with a growing number of businesses serving the second-hand LSA market. It's a great time to be a buyer and flyer.

Kolb is finding strong demand for its Part 103 ultralight-compliant models.

I also met dozens of folks who very graciously said they enjoy our output in words and video and I am deeply appreciative of that positive feedback. While the severe weather never actually transpired in Lakeland, an abundance of caution is warranted with human lives and so much expensive equipment at risk. I applaud Sun ‘n Fun management — led by John “Lites” Leenhouts — for making the right decision. Certainly from a participant standpoint the decisive move was appreciated as it allowed vendors to get back to a normal week of running their enterprise and customers to return home to their jobs and families.

Thanks for Our Best Day Ever

Rans Aircraft appears to have a major hit on their hands with the S-21 Outbound.

Showing a high level of enthusiasm from readers of this website who could not attend Sun ‘n Fun, we set an all-time record* for website views Sunday, even as things wound down. With more days like today, this website can better reach aviation aviation enthusiasts with the message of Light-Sport Aircraft, light kit-built aircraft, and ultralight aircraft. I attribute this intensity to daily reporting of interesting aircraft. I will try to continue the pace next week at Aero Friedrichshafen. In addition, you will soon begin to enjoy numerous videos as Videoman Dave can edit them (a large task; please be patient).

Revolt is the newest SLSA and continues the winning ways of Evolution Trikes. Did you notice the yellow theme in all these images?

We have one day at home to wash clothes, repack, and leave the following day for a flight to Germany yet I would not trade this kind of work for anything. I look forward to seeing many friends and fans in Europe as well as reporting to Americans back home plus many readers all over the planet. It is amazing to use the technologies of just this last decade or so to provide such coverage. I’m honored to have this opportunity and I so appreciate your loyal readership. Thank you!

* Based on reader views from April 15, 2018, if this rate was sustained, ByDanJohnson.com would generate substantially more than a million views per year. While AOPA’s leading magazine, Pilot, may generate this many views in only a month or two, ByDanJohnson.com enjoys the attention of readers singularly interested in the aircraft we cover. No one is looking for warbirds or spam cans here.

Sun ‘n Fun 2018 is done. The show actually closed early at about 1 PM due to forecasts of severe weather. Within hours, a bustling event began to look like a ghost town. Despite the rushed finish, the event appeared to be a huge success. Reports were that it was a all-time record result for Sun ‘n Fun; we’ll wait to see the numbers to know more detail. My conversations with several vendors indicated strong sales interest and orders were taken, so customers and vendors both appear to be satisfied. I spoke to many fans at the show and our conversations demonstrate to me that light aviation is very alive and well. In fact, I see this as one of the most invigorated periods in recent years. The interest is broad based and includes Part 103 ultralight vehicles, gyroplanes, modestly priced Special LSA, and top-line LSA models. On the kit side, interest also appears strong enough that backlogs are growing.

Rans Celebrates 35 Years Since Coyote I with a Video Collection

By Dan Johnson || March 17, 2018 Leave a Comment

Since I saw what had to be Randy Schlitter's first appearance at Sun 'n Fun, and since he is celebrating the 35th anniversary of the first flight of his S3 single-place Coyote I …well, we've been in this game for a good amount of time. And a "good time" is exactly what it has been. The videos (linked and below) capture the company and airplane story and I believe it is best to tell the Rans and Coyote story in this way. Nonetheless, since I've had the pleasure to fly nearly all Rans designs over the years, I want to say that I am pleased this company and its one-of-a-kind owner have continued to pursue light aviation. In Randy's own words from his Facebook page (where he is quite prolific), "This Saturday (March 17, 2018) is the 35th anniversary of the first flight of the Rans Coyote I ultralight. This craft launched Rans into the world of kit and certified planes." He continued about the Coyote S-3, "I still fly ole number 1 and it humbles me to do so. In fact … we posted a video showing off this old bird. It flies better today than back in '83," Randy finished. "Enjoy."

The modern Coyote Rans is selling today after three and a half decades.

"I am really thankful for such a long and successful career," Randy wrote, "and for all the wonderful friends we have met along the way. As always, fly safe, have a blast! The 10 year video (below) is good for many a laugh, some trials, failures, but the successes outdid the fails." With more than 4,000 Rans aircraft flying, I'd say Randy has already delivered plenty for pilots to enjoy! He has every reason to be proud of what he has achieved over 35 years in light aviation. Congratulations, Randy and Team Rans! Here is Darrel's compilation of a decade of Rans history. https://youtu.be/Z21Bv_y3QdM

Since I saw what had to be Randy Schlitter’s first appearance at Sun ‘n Fun, and since he is celebrating the 35th anniversary of the first flight of his S3 single-place Coyote I …well, we’ve been in this game for a good amount of time. And a “good time” is exactly what it has been. The videos (linked and below) capture the company and airplane story and I believe it is best to tell the Rans and Coyote story in this way. Nonetheless, since I’ve had the pleasure to fly nearly all Rans designs over the years, I want to say that I am pleased this company and its one-of-a-kind owner have continued to pursue light aviation. In Randy’s own words from his Facebook page (where he is quite prolific), “This Saturday (March 17, 2018) is the 35th anniversary of the first flight of the Rans Coyote I ultralight. This craft launched Rans into the world of kit and certified planes.” He continued about the Coyote S-3, “I still fly ole number 1 and it humbles me to do so.

GA Deliveries Decline Yet Tecnam Performs Well

By Dan Johnson || November 11, 2016 2 Comments

The world best seller is Cirrus SR22, especially the 22T for turbo.

Every quarter, like clockwork, the General Aviation Manufacturers Association (GAMA), issues its delivery report. I've used their data in the past (see HERE) and I appreciate the work they do for the GA producer community. For the past few years, these reports have not exactly been a bright spot, with fairly small numbers of aircraft reported delivered and trends sloping downward. Thanks to my LAMA associate in Europe, Jan Fridrich, ByDanJohnson.com also reports airplane activity, although Jan and I use FAA registration data modified only by our intimate knowledge of the light aircraft industry. Both GAMA and LAMA must interpret some info as these data sources are more slippery than you might think. For each organization the best info is that which you can distill over years of reporting. If the detail may have potential errors (usually small) the long term trends are more reliable. I want to give you a small glimpse at GAMA's numbers for the first nine months of 2016. I am well aware such info is not why you come to this website. However, as GAMA has coaxed a few of the larger LSA producers into its membership, I found some facts of interest.

Tecnam's lovely Astore resembles the Cirrus but costs a fraction as much.

The best news was Tecnam's numbers. This Italian company has been a major force in light aircraft production for years. That isn't changing; in fact, it appears certain to accelerate. From GAMA's numbers I ignore all the business jet, turbine, helicopter, and ag-plane data. That stuff interests me and most readers only peripherally. So, I look solely at their Single Engine Piston (SEP) data as the closest comparison to LSA and light kit aircraft. GAMA reported 601 SEPs for the first nine months, or 800 annualized. Of that, Tecnam logged 122 units for better than 20% of all GAMA SEPs. This does count all their aircraft with one engine including their Type Certified P2010 four seater as well as their LSA models, the latter accounting for 53 units or 71 annualized. GAMA decided from info supplied by Tecnam which ones were LSA, referring to their ASTM standards compliance. The GA organization leaves LSA out of their summary tables but includes those stats in their detail info. To compare, Cessna reported 127 units in the same nine-month period. So, short by only a hair, Tecnam produced as many SEPs as did giant Cessna. Both significantly trailed Cirrus, which logged 226 units delivered (38% of all SEPs), by far the best in the list. Other GA producers, in order, were Diamond (46) and Piper (41), trailed distantly by Bonanza (16), Champion (15), Mooney (5), and Maule (3).

Tecnam's P2008 is a handsome and popular Light-Sport entry. Tecnam photos courtesy the company

The only other LSA producers included on GAMA's review were Flight Design (19) and CubCrafters (27... of which 22 were LSA). Flight Design is going through reorganization and how GAMA will handle that change remains to be seen. CubCrafters, with 22 LSA (all Carbon Cubs, zero Sport Cubs) annualizes to 29 LSA and that is far off their hot pace the last few years. In 2015, the West coast Cub-like builder slipped from their one-a-week rate in the preceding few years and 2016's info appears to slow further. Could the number of potential buyers of $200,000 Cubs be dropping or is this just a temporary slowdown? CubCrafters has competition from American Legend and various European suppliers of very similar aircraft (SportairUSA's Shock), American variations (Just Aircraft) that perform even better, and still others with more affordable prices (Rans). All that said, Tecnam clearly looks like the strong company in light aviation with numbers way ahead of whomever comes second. The company has a wide line of several LSA (P92, P2008, Astore, etc.) plus the dual-Rotax Twin, the newer P2010 GA model and an 11-seater in progress. Good for Tecnam!

Every quarter, like clockwork, the General Aviation Manufacturers Association (GAMA), issues its delivery report. I’ve used their data in the past (see HERE) and I appreciate the work they do for the GA producer community. For the past few years, these reports have not exactly been a bright spot, with fairly small numbers of aircraft reported delivered and trends sloping downward. Thanks to my LAMA associate in Europe, Jan Fridrich, ByDanJohnson.com also reports airplane activity, although Jan and I use FAA registration data modified only by our intimate knowledge of the light aircraft industry. Both GAMA and LAMA must interpret some info as these data sources are more slippery than you might think. For each organization the best info is that which you can distill over years of reporting. If the detail may have potential errors (usually small) the long term trends are more reliable. I want to give you a small glimpse at GAMA’s numbers for the first nine months of 2016.

Rans — S-20 Raven (01/14)

By Dan Johnson || August 19, 2016 Leave a Comment

Rans designer and leader Randy Schlitter brought his complete and flying S-20 Raven to Sebring and we spoke with him updating our earlier video from last summer when the airplane was in "bare bones" mode. Randy describes what they learned as they finished Raven and what elements on this interesting design meld the popular S-7 Courier with the best selling S-6. He notes that he and his team really answered the requests of customers over recent years.

Rans designer and leader Randy Schlitter brought his complete and flying S-20 Raven to Sebring and we spoke with him updating our earlier video from last summer when the airplane was in “bare bones” mode. Randy describes what they learned as they finished Raven and what elements on this interesting design meld the popular S-7 Courier with the best selling S-6. He notes that he and his team really answered the requests of customers over recent years.

Rans — Raven S-20 PILOT REPORT (2014)

By Dan Johnson || August 19, 2016 Leave a Comment

In our continuing series of Video Pilot Reports (VPRs), we review the latest Rans, designer Randy Schlitter's S-20 Raven. This is a delicious combination of the sweet-flying S-7 Courier and the S-6. The Courier is tandem and not everybody wants that plus the new model incorporates many new features that Schlitter knows his customers will enjoy. Come on along for a flight in the newest and greatest from the Hays, Kansas kit and SLSA builder. This a most enjoyable flying machine and we hope you like our perspective.

In our continuing series of Video Pilot Reports (VPRs), we review the latest Rans, designer Randy Schlitter’s S-20 Raven. This is a delicious combination of the sweet-flying S-7 Courier and the S-6. The Courier is tandem and not everybody wants that plus the new model incorporates many new features that Schlitter knows his customers will enjoy. Come on along for a flight in the newest and greatest from the Hays, Kansas kit and SLSA builder. This a most enjoyable flying machine and we hope you like our perspective.

5 LSA Taildraggers

By Dan Johnson || August 19, 2016 Leave a Comment

Video viewers like collections of LSA where we look at several different models and review their differences. In this edition shot at the 2011 Midwest LSA Expo, we bring in representatives from each company to help with the details as we tour five models in a circle: Zlin Savage iCub; FK12 Comet; Rans S-7 Courier; CubCrafters CarbonCub SS; and American Legend Cub. Note that this video runs 25 minutes.

4 LSA Brands — Low Wing All-Metal

By Dan Johnson || August 19, 2016 Leave a Comment

At the 2010 Midwest LSA Expo we did something new. We picked several aircraft of a similar description and pointed out their similarities and differences. This time we look at four all-metal high wing LSA: Rans Aircraft S-19 Venterra; Evektor Sportstar Max IFR, Van's Aircraft RV-12, and the Breezer Aircraft Breezer II. If you're searching for a high wing LSA, this video may help show your choices and help you make a purchase decision.

At the 2010 Midwest LSA Expo we did something new. We picked several aircraft of a similar description and pointed out their similarities and differences. This time we look at four all-metal high wing LSA: Rans Aircraft S-19 Venterra; Evektor Sportstar Max IFR, Van’s Aircraft RV-12, and the Breezer Aircraft Breezer II. If you’re searching for a high wing LSA, this video may help show your choices and help you make a purchase decision.

Rans — S-19 with Jabiru power

By Dan Johnson || August 19, 2016 Leave a Comment

Lots of folks saw a vaguely familiar airplane at the Midwest LSA Expo 2010... but, like myself, we looked and looked again and couldn't quite place the airplane. It turns out what fooled all of us initially was the installation of a 120-hp Jabiru 3300 under a new more aggressive cowling. Flying this airplane at the event, I came away a believer. I've always loved the S-19 (like most Rans models) and with this smooth-running powerplant, I found even more to enjoy. Come hear more details in our video.

Lots of folks saw a vaguely familiar airplane at the Midwest LSA Expo 2010… but, like myself, we looked and looked again and couldn’t quite place the airplane. It turns out what fooled all of us initially was the installation of a 120-hp Jabiru 3300 under a new more aggressive cowling. Flying this airplane at the event, I came away a believer. I’ve always loved the S-19 (like most Rans models) and with this smooth-running powerplant, I found even more to enjoy. Come hear more details in our video.

Rans — S-19 Venterra

By Dan Johnson || August 19, 2016 Leave a Comment

One of the sweetest flying Light-Sport Aircraft is the S-19 Venterra, the third ASTM-standards-meeting LSA from longtime kit producer, Rans. Available in kit or ready-to-fly form, S-19 is a low wing all-metal side-by-side design that will please any owner but can also work well as a flight school trainer. Designer Randy Schlitter has developed a strong and loyal following for his creations, of which this is (you guessed it) #19.

Rans — S-6LS (2010)

By Dan Johnson || August 19, 2016 Leave a Comment

The S-6 is one of the best-proven and most familiar airplanes among all SLSA and it comes from one of the very top American kit producers, Rans, Inc. Available as a kit or ready-to-fly, the S-6LS is also highly affordable starting at $63,000 reasonably well equipped. A kit starts at $20,000 so Rans can offer something for almost everyone.

RANS — S-7LS Courier

By Dan Johnson || August 19, 2016 Leave a Comment

RANS is one of America's largest light aircraft producers, and has been so since 1983. Among their many designs are no less than three Special Light-Sport Aircraft and the S-7LS is one them. Also available as a kit, the ready-to-fly S-7 is a joy to fly. A tandem seater with huge wide doors on both sides, S-7 works well as a floatplane. Other RANS SLSAs include the S-19 low wing and the S-6 high wing side-by-side.

RANS is one of America’s largest light aircraft producers, and has been so since 1983. Among their many designs are no less than three Special Light-Sport Aircraft and the S-7LS is one them. Also available as a kit, the ready-to-fly S-7 is a joy to fly. A tandem seater with huge wide doors on both sides, S-7 works well as a floatplane. Other RANS SLSAs include the S-19 low wing and the S-6 high wing side-by-side.

Newest Special LSA Is … Rans’ S-20 Raven

By Dan Johnson || February 9, 2016 Leave a Comment

The Rans team poses with their new certificate (held by boss Randy Schlitter) after winning FAA acceptance as a Special Light-Sport Aircraft (#137).

all photos courtesy of Rans, Inc.

The world of Light-Sport Aircraft has matured in the sense that we no longer have an airplane or two or three every month being added to the SLSA List. That may sound like a "industry slowdown" to some folks but I don't believe that's an accurate assessment. A more realistic view is that the feverish rush days of 2004-2006 are over. That means not as many new SLSA are being offered though the truth is many of those 137 aircraft never found a substantial market. Indeed, our market share list of SLSA airplanes shows the top 20 brands represent better than 85% of all sales. Regretfully, our ranking shows only airplanes as we are unable to pull good data from FAA's database for motorgliders, weight shift trikes, powered parachutes, and other "alternative" aircraft. All that said, I am pleased to announce one of our most solid companies — Rans — continues to introduce new airplanes like their S-20 Raven and to qualify them to be accepted by FAA as a fully-manufactured Special Light-Sport Aircraft. In general terms, Raven is something of a blend of the company's massively successful S-6 Coyote that comes in several flavors and their tandem seating S-7 Courier. The latter has long been very popular among certain Rans enthusiasts and I joined their ranks a decade ago after flying with designer Randy Schlitter at an AOPA show in Tampa, Florida. Yet one thing held back the S-7 from even broader acceptance. Although tandems have some advantages — good visibility for both occupants to either side, and a slightly leaner shape, for example — many pilots prefer side-by-side seating. Make it so! From the prolific mind of Mr. Schlitter came S-20 Raven. As the number implies, this is his 20th design and, to some, it may be his best yet. Rans offers quite a variety from the sleek, all metal S-19 Venterra speedster to the open-air S-18 Stinger (another tandem by the way). Yet to many recreational pilots who just love flying, Raven hits all the high points with several features not found on other Rans models. For flight qualities and more about this newest Rans model, watch our Video Pilot Review. Interested customers have been able to buy an S-20 Rans kit for several months. Now, with a fresh airworthiness certificate, Rans can begin delivering Ravens in ready-to-fly mode. Let's look at the previously available S-20 Raven kit first. A complete airframe kit with the firewall forward components lists for $27,500. An engine installation kit for the 912ULS (engine not included) is $5,000. A prop (choices available) and mounting hardware will run around $1-2,000. Add the 912 engine, paint, interior, and basic instruments and you reach around $60,000. Assuming you don't put a price tag on your labor that is a quite a good bargain for a great-flying airplane representing a contemporary design. A Quick-Build Kit will add $9-10,000 or slightly more — depending on how you want pre-built parts painted — but may be well worth for pilots who want to fly sooner and for whom the building project is a chore rather than a pleasure. If you just can't wait to fly Raven, a beautifully-finished, factory-built edition retails for $119,000 with deluxe analog day VFR instruments, radio with intercom, transponder, and GPS. You can choose a tricycle gear or taildragger configuration for the same price. For powerplants, if you opt for the fuel-injected Rotax 912iS over the carbureted 912, add $5,000. Or, for Lycoming fans, Rans is now offering the 115 horsepower O-233 engine for an added $7,500 over the standard 100 horsepower 912. Add a "deluxe digital panel" for $10,000 and a lighting package of nav lights, strobe, instrument, and landing/taxi lights for $2,500. Of course, this well established company offers a number of other options which you can find on their website. Go here to see more.

The world of Light-Sport Aircraft has matured in the sense that we no longer have an airplane or two or three every month being added to the SLSA List. That may sound like a “industry slowdown” to some folks but I don’t believe that’s an accurate assessment. A more realistic view is that the feverish rush days of 2004-2006 are over. That means not as many new SLSA are being offered though the truth is many of those 137 aircraft never found a substantial market. Indeed, our market share list of SLSA airplanes shows the top 20 brands represent better than 85% of all sales. Regretfully, our ranking shows only airplanes as we are unable to pull good data from FAA’s database for motorgliders, weight shift trikes, powered parachutes, and other “alternative” aircraft. All that said, I am pleased to announce one of our most solid companies — Rans — continues to introduce new airplanes like their S-20 Raven and to qualify them to be accepted by FAA as a fully-manufactured Special Light-Sport Aircraft.

Rans’ S-6 Evolves; Remains a Great Bargain

By Dan Johnson || November 13, 2015 2 Comments

all photos courtesy Rans, Inc.

With my good friends over at General Aviation News, I recently published an article about Light-Sport Aircraft available for less than $96,000. While that is still a good chunk of change, it is far less than the top-tier LSA that can run $150,000 to more than $200,000. Yet brand-new, fully-built LSA don't have to be so costly. You can read the article at this link.• The four aircraft I picked for my article are not the only well-priced choices in the Special LSA world. They happened to be four airplanes I had flown recently but I did mention at the end that buyers have even more choices in SLSA that were good values, some down below $50,000 ... although those choices will not be carbon fiber speedsters with full glass panels and autopilots. Keep this in mind: When the SP/LSA regulation first came out in 2004, plenty of potential buyers expected prices in the $50,000 to 60,000 range. Of course, those numbers never included dual screen digital instruments, autopilots, airframe parachutes, leather interiors, or state-of-the-art, fuel-injected engines. Even so, given the effects of inflation, $60,000 in 2004 is the same value as $76,000 in late 2015. Therefore, some of my choices in the article referenced above do indeed sell for the price once expected. "I saw a great article by you about SLSA planes [available for] well under $100,000," wrote Rans CEO, Randy Schlitter. "I would like to let you know we now have a nice plane on the market for only $79,000. It is our venerable S-6ES [the kit version] called the S-6ELS [the fully built version]." "If you check out our specifications and price list, you will find it comes with a very nice panel and the very reliable 80 horsepower Rotax," Randy added. "Many pilots are fans of the S-6 Coyote II and for this price in ready-to-fly form it rivals the amount of dollars kit builders are spending for parts in a box." "S-6ELS also has one of the highest payloads LSA on the market," he added. Indeed, based on a full fuel load of 18 gallons, S-6ELS has a 537 pound allowance for people and luggage, enough for 30 pounds of gear and two 253 pound occupants. "We are currently building the 2016 version" Randy continued. "It now includes an updated interior, similar to the S-20LS, and we have dropped the sailcloth laced-up covering for conventional dope and fabric." He also noted that S-6ELS is available in tricycle gear or as a tailwheel plane. Click this link to see a PDF page showing all specifications for the S-6. How well equipped is a $79,000 S-6ELS? Rans says their base price is for a "deluxe analog day VFR" aircraft with radio, intercom, GPS, transponder, three-inch airspeed indicator, altimeter, vertical speed indicator, compass, ELT, and the 80 horsepower Rotax 912UL engine with two-blade Warp Drive prop. For many buyers that could be all you need and would allow you to fly cross country with ease. However, many pilots like to personalize their airplane or want more goodies, so pick from the following: Lighting Package — $2,500 ...includes nav, strobe, position, instrument and taxi/landing lights Canopy Cover — $500 Tru-Trak auto pilot (only available with analog panel) — $5,000 ADS-B — $900 Passenger elevator trim — $500 Headrests — $200 Gear leg fairings — $800 Aft baggage (30-pound capacity) — $1,000 Taildragger, including gear leg fairings and 6X800 tires, with 8-inch tailwheel — $2,000 Canopy cover — $500 Rotax 912ULS (100 horsepower) with 3-blade Whirl Wind prop — $3,500 Those of you know or have talked to Randy at an airshow might imagine the friendly grin on his face when he added, "We are hoping to be a leader in value and are planning even more exciting combinations of price-busting planes for the LSA market from both existing and designs under development." Years ago, Randy used to show up at every Sun 'n Fun event with a new model, earning him such fawning comments as "airplane-of-the-month-club designer." A prolific creator of more than 20 distinct aircraft — while simultaneously operating a bicycle manufacturing business (since sold) — Schlitter remains an essential person to watch. With more than 4,000 aircraft in the Rans fleet in countries around the world, Rans is one of America's leading producers of both kit aircraft and ready-to-fly models. • While the GA News editor since corrected the article in its online form (sign up for free), I originally wrote the Aeroprakt A-22 sold for $88,500. That was information from a previous distributor and the new representative Dennis Long clarified that the current base price is $68,500, or about $80,000 with a good number of options.

Model Merger; Is S-20 Raven a Best of Breed?

By Dan Johnson || March 24, 2014 Leave a Comment

See our video on the Rans S-20 Raven. all photos courtesy Rans

I view Rans' newest aircraft as a benchmark design for the airplane company based in Hays, Kansas, more than 100 miles northwest of another aviation hub known as Wichita. Rans started 31 years ago with a little single seat ultralight called Coyote. Company designer Randy Schlitter shows marketing savvy using both numbers and names for his models — they help people remember — so it was another benchmark of sorts when he hit 20, and that would be for the S-20 Raven. His designs don't plod along with incremental changes. For example, his S-11 (never produced) was quite a radical departure and the S-19 Venterra that preceded the S-20 Raven was an all-metal low wing design. Raven isn't anything like S-19 but it is a great deal like two other airplanes in the bulging portfolio of creations from Randy. You might think of it as a merging of two of the most successful models ever made by Rans. "The S-20 is the best of two great planes that have been in production at Rans since the '80s," reported the company. "We created a new fuselage and took the wings, tail, fuel system, and aero servo ailerons from the S-7S Courier, and engine system, control sticks, flap lever, rudder pedals, seats, and instrument panel from the Coyote II S-6S. The intent was to answer the many requests for a side by side bush plane, equal to or beyond the Courier." Coyote is a model series derived from that original single seat Coyote leading to a two side-by-side design. As you can tell from the S-6S suffix — it's one of several such model definitions — Coyote II (for two place) has has sold thousands for Rans, resulting in variation upon variation. The aircraft is available as a kit, as an SLSA, and therefore can be sold as an ELSA. Randy believes that S-20 really delivers what people were seeking. He said the S-7 is "roomy, easy to get in and out of, solid feeling, tough enough to do bush flying or on floats, and generally has the size that our customers want." Indeed, Raven fits customers well with its 46.5-inch cabin width and the huge 50-inch long doors that make entry so easy. These were used on the Courier due to the tandem seating (it greatly helps entry to and exit from that model) but wide access is also easier to load S-20's ample 21 cubic foot, 80-pound baggage area. After it first took to the air in December of 2013, impressions of the newest Rans airplane began flowing. "Flight testing shows a faster cruise and slower stall by a couple of knots. The clean aerodynamics of the engine cooling system and less wetted area of the fuselage are the reason for increased performance. Even the glide ratio has improved, at a solid 9.4 to 1," reported Rans. Even though Raven is wider than the lean, tandem S-7 Courier, the new model has an edge. Company reps continued, adding that handling is crisp with light controls that are well balanced. "Flying a slow approach into a short mountain strip will present little challenge," noted Rans. "Equipped with large bush tires and vortex generators will increase the Raven's back country utility." With wings from the S-7 Courier that is such a sweet flying aircraft, I wondered how people are perceiving the differences. Randy explained that while Raven is indeed similar, "Raven is evolving its own personality. The fuselage differences mean the occupants experience it in another way, but they see S-20 as a smooth, quiet, 'Cadillac' ride." Raven is comfortable for its occupants thanks to upholstered seats with five-inch fore and aft adjustment that be changed in-flight. Pilots may also enjoy three seat-back recline settings. Over the years I've had the pleasure to fly nearly every one of Rans' designs. While each has a separate flight mission, all exhibit crisp handling that most pilot will like. One I did not fly for many years was the S-7 Courier, because I thought it would fly like a Cub. I could not have been more wrong and after I finally went aloft in the tandem, I saw the appeal and think it is my favorite among the many designs the company has marketed (pilot report). Combining the side-by-side seating that more pilots like — because you can see and communicate with your passenger — with the delightful flight qualities of the Courier suggests the Raven could be THE ONE ... the airplane in Rans' fleet that could appeal to the most pilots which in turn forecasts that it might become their best seller. Those of you headed to Sun 'n Fun will be able to see the new model, looking shiny and finely finished as all the Rans factory aircraft do. You might want to get your name on their demo flight list early as it's my guess that this will be a popular request.

I view Rans’ newest aircraft as a benchmark design for the airplane company based in Hays, Kansas, more than 100 miles northwest of another aviation hub known as Wichita. Rans started 31 years ago with a little single seat ultralight called Coyote. Company designer Randy Schlitter shows marketing savvy using both numbers and names for his models — they help people remember — so it was another benchmark of sorts when he hit 20, and that would be for the S-20 Raven. His designs don’t plod along with incremental changes. For example, his S-11 (never produced) was quite a radical departure and the S-19 Venterra that preceded the S-20 Raven was an all-metal low wing design. Raven isn’t anything like S-19 but it is a great deal like two other airplanes in the bulging portfolio of creations from Randy. You might think of it as a merging of two of the most successful models ever made by Rans.

First Wrap-Up of Sebring 2014; Aircraft Debuts

By Dan Johnson || January 21, 2014 Leave a Comment

Rans' S-20 Raven flies over the Sebring LSA Expo. photos by Jim Koepnick provided courtesy of Sebring U.S. Sport Aircraft Expo

The Van's Aircraft / Synergy Air RV-12 flies above the Expo.

Photographer extraordinaire, Jim Koepnick and his big lens.

It was cool but abundant sunshine provided good conditions for an excellent event at the tenth Sebring. Morning winds died down and allowed plenty of demo flying opportunities and even for those who didn't go aloft, the Manufacturer's Showcase allowed visitors to see numerous aircraft doing low fly-bys. The combination of readily available demo flights that could be conducted with a minimum of hassle thanks to great support from contract tower personnel and the display of most LSA or light kits in recreational aviation offered ample opportunity for buyers to step up ... and sales action appeared quite strong, a sure sign of improving conditions after years of sluggishness. Many exhibitors reported multiple sales, proven by deposits changing hands and orders being written. Ken Scott of Van's Aircraft — which works closely with Synergy Air, builder of the ready-to-fly RV-12 SLSA — said it was the best show ever for his company. "We brought two aircraft to the show and I'm estimating we gave at least 50 demo flights," Scott said. "That's the beauty of this event; they make it easy to get our airplanes out to give demo flights and that helps sell airplanes." A wide variety of aircraft flew most of the day each of the four days. Obviously some very talented photographers were present as seen in Jim Koepnick's superb images presented with this article. He was joined by other professional journalists from several news organizations. Expo public relations people noted, "Four aircraft debuted at Expo [including] Ran's Aircraft's S-20 Raven, Tecnam Aircraft's new Sea Sky on floats, the only such model in the U.S., the Zigolo Ultralight Motorglider from Aeromarine-LSA, and the Super Petrel LS from Florida Light Sport Aviation." In addition, we saw the first public appearance of Progressive Aerodyne's Searey Elite powered by the 115-horsepower Rotax 914 turbo. Although Sonex staffers have attended with an inside display in prior years, the 2014 event saw the Wisconsin company that makes such affordable Sport Pilot eligible kits mount an aircraft display (photo). Bill Canino, President of SportairUSA, also called the event a successful one for his company. "We talked with many serious prospects and have a long list of folks who were willing to give us their information, indicating a serious interest in buying an aircraft. Our list from this event is longer than we gathered at other major air shows last year." Canino also had kind words for the helpfulness of some 240 volunteers. "They bend over backwards to help you with anything you need." Airport manager Mike Willingham and key man Gary Filip also praised the work of Air Boss, Inc., which managed air traffic operations. "All the pilots spoke very highly of how Air Boss managed air traffic flow and how cooperative they were, and we will definitely be bringing them back next year," Filip said. "George Cline and his team did a great job." Expo Director Jana Filip announced the theme for Expo 2015 as "The Next Ten for the Next Gen," referencing that next year will kick off the Expo's second 10-year run now that the event completed its first ten years and has firmly established itself in the aviation calendar of events. The 2015 dates are January 15-18. A primary original goal of the Expo — which like most airshows works hard to pay its bills — was to attract attention to the airport and its capability as a potential base of operations. This tenth year may have seen the success of that goal as Willingham also hinted at a big announcement that Sebring Regional Airport will be making soon about a new major tenant. Stay tuned for more on that and other news from Sebring 2014. This article was prepared and uploaded from Bimini island in the Bahamas where I am attending the fourth Bahamas LSA fly-out arranged by Aviators Hot Line and AHL's Light Aviation Edition. Another flock of Light-Sport Aircraft flew over the Atlantic to the only other country that accepts pilots using the Sport Pilot certificate.

Flight Report: UL Power 350 in the S-7S

By Dan Johnson || October 2, 2013 Leave a Comment

Rans S-7S Courier fitted with the UL Power 350iS engine. airplane photos courtesy Randy Schlitter

UL Power 350iS engine. photo courtesy UL Power North America (link in article)

Part of the testing temporarily covered the exposed cylinder heads; see article.

Rans designer Randy Schlitter is one of those restlessly creative types. Many aviators are aware he's created twenty airplane designs and these are not all variations on a theme. While a few are based on another, several are completely fresh approaches. Way back when, we used to joke about the Rans design-of-the-month club, so often did he emerge at an airshow with somethings we'd never seen. If that's not enough he's also been making bicycles for a few decades. (My wife and I each ride one and love them.) He runs Rans Aircraft and Rans Bicycles as side-by-side enterprises. Still not content, Randy does a bit of writing and has produced some artwork. My advice for most folks: don't try to keep up. Randy is likely to leave you far behind. So, when I saw an installment of his "Into the Flight" series — this one after flying one of his S-7 Couriers with a UL Power 350 engine installed — I asked if I could reprint it here. Randy graciously agreed. The following is by Randy Schlitter: "After a very successful show at Mt. Vernon, Illinois, I headed to Telford, Tennessee where Sam Kite had just started test flying an S-7S Courier with the UL Power 350iS engine. With a claimed 130 horsepower and a 68-inch Whirlwind prop, I was looking forward to validating their claims of increased performance. Sam has a plush grass airstrip located just outside Telford; I noticed the Smoky Mountains off to the South would provide a scenic reference point. From the air Tennessee looked like a random scrambling of roads, small towns, and farms. It would be easy to lose track of Sam's grass strip in the sea of lush green turf. Thank goodness for GPS, but I think the local pilots thought my concerns for reference a bit amusing. "Within minutes of arrival, which was late in the day, I was taxiing out in the 350iS-equipped S-7S. The rumble of the engine was encouraging. It makes an impressive deep sound, and is smooth at idle. I hoped this would be true at full power. My earlier experience with this engine was not encouraging; at full power there was a pronounced spike in the vibrations. Applying full power I learned the spike must have been specific to the airframe/prop combo (it was installed on a competitor's all metal low wing). Take off roll was short, the big 30-inch Alaskan Bushwheel tires rolled easy on the soft grass. Airborne in less than 200 feet, I climbed aggressively, mostly because it felt right, and the VSI wound up to 1,200 then settled on 1,000 fpm until established at 3,500 feet MSL. Watching the temps, everything was well under the limits; as Sam said during the briefing, there was no heating issue. "Throttle response was instant, a trait of fuel injection and small displacement. Another delight was how steady it held RPM at various angles of attacks and in turbulence. It reminded me of a larger Lycoming, where the torque is ample to hold RPM at a given throttle setting regardless of the prop loading. Smart throttle action, steady RPM, and a nice deep rumble made this a pleasant engine to fly. It was noticeably louder than a Rotax 912ULS, but well within what a good ANR headset can handle. "To call the 350iS a true 130 horsepower engine in my opinion is a stretch. The reason is the torque flattens out at 2800 RPM and around 115 horsepower. Having maximum torque at 2800 is a good thing. It means you could go to larger props, 70 inches would be nice, 72 inches better. The engine could actually still turn these up to 2800, then you would see more performance, perhaps as much as another 40 FPM rate of climb. Flying against a factory built S-7LS proved that engine does out climb the 100-hp Rotax. It compared to the difference we saw when flying the 80-hp Rotax against the 100 horsepower. The gains in climb also support a 15 horsepower increase, which computes out to 24% increase in climb rate (800 FPM to 992 FPM at gross weight). No real speed increase was measured, mostly because we could not compare apples to apples on the test planes. The good news it was doing 102 MPH, with the 30-inch Alaskan Bushwheels. There could be a decent cruise speed gain with the stock 6x800 tires. "Overall, the engine may be a winner, it is now in the engine's corner to prove its reliability. That sort of testing takes time. Our standard practice is to reach 200 hours without issues, once that is achieved then we feel comfortable about recommending an engine or creating a factory supported option. The following is a brief account of the testing done at Telford. "Service Ceiling: Climbed to 14,800 feet. Average rate 525 fpm to 10,000 feet at a weight of 1,250 lbs. No heating issues, little RPM drop off, around 200. Climb at Vx: 60 MPH IAS rate was 1,200 fpm lightly loaded, no heating issues. Climb at Vy: 75 MPH IAS rate was 800 to 1,000 fpm, no heating issues. Minimum power to maintain level fight: 3500 RPM. Fuel Consumption: 5.8 GPH, this needs much more testing to be reliable. Hot restart: No issues. Cold start: Notice cranking power of battery needs to be up, possible issue in cold weather. Aerobatics and fuel injection: No power interruption experienced, or oil starvation, no sustained inverted flight performed. Confirmation of Head Cooling: Covered cylinder heads and noted 25 to 30 degrees increase in CHT, still well within range, no oil temp increase. Note: [recommend] design cowling to circulate some air over heads in final cowl." Thanks again to Randy for letting us use his evaluation. For other news reports on the UL Power engines, click this link.

Rans designer Randy Schlitter is one of those restlessly creative types. Many aviators are aware he’s created twenty airplane designs and these are not all variations on a theme. While a few are based on another, several are completely fresh approaches. Way back when, we used to joke about the Rans design-of-the-month club, so often did he emerge at an airshow with somethings we’d never seen. If that’s not enough he’s also been making bicycles for a few decades. (My wife and I each ride one and love them.) He runs Rans Aircraft and Rans Bicycles as side-by-side enterprises. Still not content, Randy does a bit of writing and has produced some artwork. My advice for most folks: don’t try to keep up. Randy is likely to leave you far behind. So, when I saw an installment of his “Into the Flight” series — this one after flying one of his S-7 Couriers with a UL Power 350 engine installed — I asked if I could reprint it here.

Rans Aircraft in the News … Twice!

By Dan Johnson || September 23, 2013 Leave a Comment

John Pederson and his S-6 alongside Chicago's Lake Short Drive. photo adapted from the Wall Street Journal

Chicago's towering skyscrapers make an unusual airplane backdrop. photo adapted from the Christian Science Monitor

Bill Nelson and his S-12 Airaile. photo adapted from the Tri-City Herald

After losing the trim tab on the elevator of his Rans S-6, John Pederson of Lombard, Illinois grappled with a violent shaking and executed an emergency landing on Chicago's Lake Shore Drive. He was flying very early so traffic on the multi-lane route was light. Pederson reported timing his landing to avoid any traffic, though local sources reported the airplane was struck by two autos both of which sped away afterward. Unable to regain stability, the 51-year-old electrician radioed a mayday to O'Hare International Airport and then set up for landing. A recording of the radio call revealed John behaving calmly and, indeed, no one was injured in the highly-publicized incident. "At the time of the mayday call, about 6 a.m., he was flying about 1,900 feet above [Chicago's downtown] Millennium Park, he said," according to a report on the Chicago Tribune's online website. The good news is no one was injured and while media reports poked fun at Pederson's very visible downtown Chicago landing, the report can nonetheless be viewed more or less positively. Asked in a video, John said that, of course, he'd continue flying (no surprise to any pilot). Some in aviation will question his landing decision or his flight over such a congested area, or perhaps Pederson's maintenance or preflight inspection. However, problems can arise while flying any aircraft and the true evaluation should come from the outcome. It appears John performed quite well and his decision was probably better than trying a lakefront landing. I lived in Chicago for many years and the lake's beaches would likely not have resulted in as good an outcome. ••• Now to a cheerier media report on flying another Rans ... Here I adapt a report from Washington state's

After losing the trim tab on the elevator of his Rans S-6, John Pederson of Lombard, Illinois grappled with a violent shaking and executed an emergency landing on Chicago’s Lake Shore Drive. He was flying very early so traffic on the multi-lane route was light. Pederson reported timing his landing to avoid any traffic, though local sources reported the airplane was struck by two autos both of which sped away afterward. Unable to regain stability, the 51-year-old electrician radioed a mayday to O’Hare International Airport and then set up for landing. A recording of the radio call revealed John behaving calmly and, indeed, no one was injured in the highly-publicized incident. “At the time of the mayday call, about 6 a.m., he was flying about 1,900 feet above [Chicago’s downtown] Millennium Park, he said,” according to a report on the Chicago Tribune‘s online website. The good news is no one was injured and while media reports poked fun at Pederson’s very visible downtown Chicago landing, the report can nonetheless be viewed more or less positively.