Proven again: Rans’ newly approved S-7LS

RANS entry into the S-LSA world is the S-7LS, which the
company’s offering at the more attractive price of $75,000
fully equipped. The S-7 has been in the RANS line for 20 years.

It’s easy in and easy out of the RANS S-7SL |
or any S-7 model, for that matter. Doors open
an expansive 60 inches wide on either side and
can be hooked to the lower surface of the wing
to enjoy open air flying or ease entry or exit
on floats.

Visibility from the S-7 is expansive, with the
overhead skylight and all-Lexan doors.

Panel space on the tandem-seater is at a
premium, but RANS fits all the necessary flight
and engine instruments with room for a Bendix/
King or Garmin combination GPS/COM unit.
Here, the Bendix KLX 135A is installed. (Inset)
Note the toe brakes on the rudder pedals (on
both front and back pedals).

RANS President Randy Schlitter inspects the
Rotax 912S engine prior to a flight during the
U.S. Sport Aviation Expo in Sebring.

Site gauges for the 9-gallon wing tanks are
mounted in the wing roots-a quick glance
confirms remaining fuel in either tank.

You’ve probably heard the tongue-in-cheek expression, “No good deed goes unpunished.”
RANS President Randy Schiitter knows this saying in a way no other light-sport aircraft
(LSA) producer can. When the company’s S-7 Courier earned special light-sport aircraft
(S-LSA) approval on October 24, 2005, it was the second time this aircraft
was certificated as a ready-to-fly (RTF) airplane, after first being designed as a kit.

RANS earned Primary Category certification
for this aircraft, as the S-7C
model, 10 years ago when that FAA regulation
was the latest big thing in aviation.
It took the Kansas company years
to complete that certification process,
but the recreational pilot certificate and
Primary Category certification failed
to meet industry expectations. After
spending lots of time and money earning
that approval, RANS didn’t jump
on the LSA bandwagon immediately.

The S-7 Courier was the first twoseat
aircraft produced by RANS, dating
to 1985 when the first prototype flew. It
succeeded the single-seat S-4/5 Coyote
I that kick started the life of this now
well-known airplane manufacturer.
Always in the Game
Those who wondered if Randy/RANS
would participate in the LSA industry
don’t know the designer well. It
was only a matter of time before RANS
joined the S-LSA procession.

The S-7LS is the ready-to-fly S-LSA
version. I had the pleasure to fly it with
Randy in the aft seat. Although I’ve
flown most of RANS models, I’d never
flown the S-7. We launched from the
Peter O. Knight Airport on Davis Island
in Tampa, Florida, and flew above the
azure waters of the Gulf of Mexico.

The RANS S-7 is often compared
to a Cub, but it’s a different aircraft
in many ways-not to take anything
away from Piper’s original aircraft, the
three Cub replicas playing in the LSA
field, or the Citabria, to which the
S-7 is also compared. One distinction is
the S-7 will better accommodate large
pilots as well as those who are less flexible.
Its gaping 5-foot-wide (fore-to-aft)
doors on each side facilitate entry like
few other high-wing aircraft.

Randy recalled the development of
the S-7 in the mid-1980s. “The S-7 originated
out of the need to train Coyote
I pilots.” Thus the S-7s cockpit was set
up identically to the left-side throttle
and center stick configuration of the
single-place Coyote I.

Over the years the S-7 stayed true to
form. It remains a light, simple plane
with traditional construction. When
sales of the S-7C proved sluggish-the
fault of the FAA’s non-starter Primary
Category program rather than the airplane’s
flying qualities-RANS introduced
the S-7S in 2003 as a kit form of
the C model. Since then, Randy said,
“We’ve enjoyed strong sales of this
much-refined fun flyer.” RANS has produced
more than 420 S-7 Courier models
in all forms, making it the third
most popular RANS model after the S-6
series and the S-12/14 models.
Since winning S-LSA approval, RANS
is offering a fully equipped S-7LS for
$75,000. Included in this purchase are
such amenities as a Garmin moving
map GPS/COM, and a transponder.
Though it represents something of
a bargain among S-LSA, $75,000 still
may prove to be out of many readers’
budgets. Luckily, the emergence of the
S-LSA model didn’t stop production
of the S-7S kit version. “If you have
the desire to build,” Randy explained,
“there’s still a kit available.”

When I asked about the number of
S-7LS the company planned to produce
annually, Randy stated it would build
24 S-LSA in 2006, a rate of two aircraft
a month. Many of the European
manufacturers are gearing up for four
to eight times this production, but
they don’t have the substantial business
RANS has in kit aircraft. RANS
can afford to enter the RTF market in
a more cautious manner while it works
out the details of production.

RANS may choose to increase its S-
7LS production in 2006, but the company
is also working on an S-LSA version
of its S-6ES Coyote II, with a
slightly tapered wing and conventional,
stamped-aluminum ribs that will
differentiate it from earlier S-6 models.
Budget-conscious buyers read carefully: Randy believes he can sell the S-LSA
S-6ES for $57,000. At this price, RANS
could sell many of these aircraft; it’s
already the company’s most successful
design. (In mid-2005, RANS delivered
its 4,000th aircraft, a record not
attained by many other airplane producers.
This is especially telling because
nearly all were kits.)
Checking Out the Aircraft
When I arrived at Peter O. Knight
Airport, Randy was flying with a customer,
and I watched with interest
as the plane performed in the warm,
humid air of central Florida. After
the short promotional flight, Randy
returned, and it was my chance to
become acquainted with the tandem
two-seater.

Walking around the aircraft, I noted
the S-7LS’ outside door latch does double
duty as a hook to hold the door up
and open, using a rod that hangs down
from the underside of the wing (a nice
feature for float-equipped S-7LS). Those
wide doors make any S-7 easy to enter;
simply position yourself in front of the
wing strut, then sit down and lift one
leg up over the joystick.

The start-up procedure calls for the
master switch on and avionics master
off, and then a key start like all Rotax
912s. The joystick in this S-7LS had a
push-to-talk button on the front stick,
and electric trim on both sticks.

Visibility from the S-7 is quite amazing.
From the outside, the aircraft does
not appear as wide open as it does
once seated inside. The extensive skylight
gives a good upward view plus
adds visibility in turns. Through large
side windows you can see aft and forward
better than in most airplanes I’ve
flown. Naturally, the high-wing design
offers excellent sightseeing.

The flap lever, located on the floor,
is a little challenging to reach. RANS
hasn’t quite figured out the right
place for it. Some similar designs put
the flap lever on the left,
but because the S-7LS has
doors on both sides, RANS
engineers didn’t have that
option. For now, the lever
is a long reach, especially
when the flap lever is in the
lowest position. I found it
best to reach around my left
leg. Pilots who get familiar
with the S-7 will find their
own technique.
The flaps offer two
deployed positions, but
Randy said that was done
to address what the FAA
inspector expected to see
on an S-LSA; the flaps could have an
infinite adjustment on a kit-built S-7S.
The fuel selector valve is just to the left
of the flap handle.
Ready to Roll
Taxiing the S-7LS was easy. Many conventionally
trained pilots fret over handling
tailwheel airplanes. Some new
sensations must be learned, and your
feet do need to remain active on the
rudder pedals, unlike many tri-gear
designs. But the S-7LS’ tailwheel steering
was quite precise and authoritative.
It didn’t wallow around. Later, I would
discover the relative ease of landing
this taildragger.

I asked about the proper rotation
speed, and Randy said, “Don’t worry
about it. Just leave the stick at neutral,
and the aircraft will fly itself off
the ground.” On both my takeoffs I
probably was holding a little toe brake.
I found takeoffs slightly more challenging
than landings when considering
rudder applications. (Most pilots
believe taildragger landings are the
harder task.) Both seats have rudder
pedals with toe brakes. The toe brake
control is a loop of steel positioned on
top of the rudder pedal.

My landings were on the firm side
because I tended to raise the nose
too much. Randy’s advice was not to
rush the landing and let it down gently. Most times I’ve flown with him,
he’s told me I was “trying too hard.”
Consequently, I overflared the aircraft
instead of relaxing and letting it settle.
While it hardly lands itself, the S-7LS is
quite cooperative in this phase of flight
often considered difficult by tricyclegear
pilots. If you have a fear of taildraggers,
go flying with someone who
instructs in taildraggers, and you may
find your concerns are unfounded.

One of the most impressive aspects
of the S-7LS that can assist in landings
is the design’s superlative energy retention.
It displays quite an amazing ability
to hang in the sky, even with full
flaps. Randy observed that an airplane
that retains energy well and glides well
would generally do other things well.
Therefore, energy retention was something
on which he and his development
staff worked hard.

Slips to landing also proved effective.
I had to use slips on the first landing
as I had only set one notch of flaps,
and the S-7LS simply wasn’t descending
as quickly as I’d planned.

The S-7LS’ approach speed is 50
mph. I didn’t observe our speed at
touchdown, but when doing stalls,
buffeting started at about 40 mph,
so you wouldn’t want to slow much
below 50 mph until you are experienced
with the airplane.
Handling Performance
Some folks tease me about doing Dutch
rolls during my flight reviews. These
maneuvers are coordination exercises
and not the least bit aerobatic.
Performing them tells me a lot about
how an airplane handles, so they are
regular part of my evaluation.

Dutch rolls in the S-7LS went well.
I found I needed to use the stick more
than the rudder, as the rudder is powerful.
Despite this, Randy said most
pilots overuse the stick and under use
the rudder. It only takes a bit of rudder
pedal follow through to keep the
aircraft coordinated, so I can understand
why some pilots ignore the pedals
altogether.

Steep turns in the S-7 were also
uneventful. The aircraft held altitude
and bank easily. However, turns to the
right required quite a bit more rudder.
At his suggestion, I turned the controls
over to Randy and, with the master
manipulating the controls, barrel
rolls and loops went beautifully. He
says the high-lift airfoil helps it perform
loops. We entered the maneuver
at 110 mph.

The S-7LS’ ailerons seemed a bit
heavier than I expected. When I
remarked about this, Randy said he
agreed and thought the cable rigging
on this particular aircraft was a
bit tighter than optimal. This test S-
7LS Courier had a total of 844 hours
logged, yet it flew as though it were a
new airplane.

While aloft, in keeping with my
normal search for the power setting
with the least noise and vibration, I
settled on cruising at 5100 rpm, which
produced about 90 mph. Randy said at
higher cruising altitudes he sees about
100 mph at that setting and a fuel burn
of about 4 gph. He likes that power
setting as an economy setting, but he
added, “If daylight is more expensive
than fuel, you can set power at 5500
rpm.” At the higher power setting
Randy said you can achieve 110 mph if you are lightly loaded. When more
heavily loaded, you may pay a 10-mph
penalty. Once more, this proves the
value of keeping an airplane as light
as possible.

All S-7 models carry 9 gallons of fuel
in wing tanks, for a total of 18 gallons,
or more than four hours’ endurance,
equating to a 400-mile-plus range. Fuel
tank sight gauges are mounted on each
wing root. A slight turn of your head
gives a clear indication of the remaining
fuel.

As with Dutch rolls, I always perform
a full series of stalls: power-on,
power-off, and accelerated, with each
done mildly at first and then more
aggressively. The S-7LS rolled level in
accelerated stalls, a most satisfying
response. Modest power-on stalls and
mild power-off stalls showed RANS has
worked all the bugs out of this 20-yearold
design.
Will the S-7LS Be One of Your Favorites?
Besides refining the aerodynamic forces
and controls of the S-7 during its twodecade
life, RANS has also chosen the
features and equipment that assure the
airplane pleases its customers, whether
they be S-7S kit-builders or those buying
ready-to-fly S-7LS models.

All S-7 variations include those 60-
inch wide doors on each side with double
air vents (a fact much appreciated in
Florida’s warm, moist air). Upholstered,
adjustable seats are equipped with
four-point lap belts and shoulder harnesses,
standard on all RANS models.
A baggage compartment will hold 50
pounds of gear.

Electric elevator trim is standard on
the forward control stick, and a fire
extinguisher is also standard.

On the panel, the S-7LS is well
configured with a moving map GPS/
COM. Buyers are offered a choice of
either the King KLX 135A or Garmin
GNC 250XL. You also may order a
transponder with encoder (with a
choice of either a King KT-74A or
Garmin GTX 320A), a PS Engineering
Intercom, and an ELT with test controls
on the panel.

Other standard instruments include
airspeed indicator (ASI), altimeter, a
vertical speed indicator (VSI), tachometer,
engine hour meter, compass, slip
indicator, cylinder head temperature
(CHT), an outside air temperature
gauge, oil temperature and pressure
gauges, and a voltmeter.

Both seat positions have dual controls
including throttle, control stick,
rudder pedals, and brakes, with a parking
brake feature plus carburetor and
cabin heat.

All this equipment is delivered
at a price of $75,000, including the
Rotax 912S 100-hp engine. Compared
to many European designs approaching
(or exceeding) the $100,000 price
point, an S-7LS is a relative bargain.

Given easy entry and exit, forgiving
slow flight, and pleasant handling, the
S-7LS is an airplane with broad appeal.
It manages a 100-knot cruise with
about a 500-pound payload, making it
a practical plane that can handle lots of
landing surfaces and crosswinds.

In every way, this plane retains the
nostalgic fun flying of the past with
the advantage of advances in aerodynamics,
engines, materials, and manufacturing
processes.

Of course, it is a taildragger, and
some buyers will have to overcome their
apprehension about that. Insurance for
taildraggers is not particularly challenging
to obtain, especially for those
with taildragger time logged. Tri-gear
pilots making the transition will need
some time with a taildragger instructor.
This training is available, but you may
have to travel further than your local
airport to find it.

Delivery times for the flyaway S-7LS
are about 5 to 6 months, Randy said in
early 2006, but that lead-time is expected
to shorten as production increases
over the next few months. Check with
RANS for the current information.

If you can’t justify $75,000 for a
RTF airplane, you may elect the S-7 kit
that has proven itself over many years.
The base price for a complete kit, without
the engine or engine mount kit,
runs about $19,000. Add the 912S
engine installation kit from RANS for
$4,300 and a Rotax 912S UL engine
for $13,900, for a total of just over
$37,000. (Prices can fluctuate on the
imported engine, so call the factory for
the latest figure.)

You’ll still need to add instruments
to match the factory’s RTF airplane,
but nonetheless you can get airborne
in a fine flying machine for less than
$45,000, not considering the value of
your labor. Given how much I expect
you’ll like the flight qualities of the S-
7, that’s genuinely a bargain for a fine
American airplane.

What are you waiting for…stop
dragging your tail and start enjoying
light-sport flying in an S-7LS!