RANS S-7S Courier
The Porche of the Rans
Lineup
May 2008
Rans has produced the S-7
since the mid 80’s. It started out as an excellent, simple yet capable airplane
but it has evolved into an elegant, high quality, top of the line competitor
for the SuperCub and its many variants.
No matter what year S-7 you
are looking at, without a knowledge of how the plane has evolved since its
first introduction you will not be able to evaluate whether or not a particular
S-7 is the right model for you, how well
it will meet your needs or what it should cost.
Compare the green Rans S-7
below to the yellow one above; same model Rans, right?
If you have studied the S-7
you will see right away that they are distinctly different models that are
years apart both in age and engineering features. The yellow Rans is a 2003
100hp S-7S; the green one is a 1994 80 hp S-7.
To see what makes these two very similar looking planes very different look at:
This S model has several
important improvements:
1.
Since the rad is
within the engine cowling instead of external under the seats, there is no hot
coolant in the cabin unlike all earlier models. This is not only a safety
feature but it makes it a lot more pleasant on a hot summer day.
2.
The under engine
exhaust system has solved some clearance and structural integrity issues and
gives a lower pitch exhaust tone which sounds more like a 6 cylinder engine.
3.
The Dynafocal,
rear rubber motor mount makes the engine feel much smoother.
4.
The deeper (and
wider) firewall gives a much more comfortable sitting position and also greatly
improves the forward fuselage lines.
5.
The whole fuel
system has been re-engineered with aluminum lines and fittings and an improved
venting arrangement as well as an electric fuel pump in addition to the engine
driven pump.
6.
The flaps are
larger to improve tha landing characteristics.
7.
The ailerons are
smaller which virtually eliminates the adverse yaw the original size had.
8.
There is
additional support for the Lexan roof to stop some drumming.
9.
Carb heat is
standard as is cabin heat from a muffler shroud.
10. Tail plane bracing is all stainless rod.
11. Fiberglass boot cowl and wing tips enhance the overall
appearance and finish.
12. The wing structure is beefier (ribs, aileron bellcrank
and support structure and jury struts).
As well the S model includes all
the changes that were built into the first “long tail” models which were
introduced in 2000. These are all listed on the Model
enhancements by year. link and
include important upgrades to the landing gear, axles, tail spring and flap
actuation.
The green S-7 is a “short
tail” without all these upgrades. (*See below for a note on upgrades)
Clearly, then, the 2003 S
model shown here is a dramatically different airplane than the less expensive
1990’s models. Rans now lists a
completed S-7S at $89,000. In appearance
and structure this is the same airplane as a new 2008 model but with a barely
broken in engine.
Now, take a look at the
things that make the S-7 such a great airplane and, especially, an excellent
floatplane.
(See picture below)
The cabin roof is all
glass. The cabin is high enough that your head is well below the bottom of the
wing. A SuperCub measures less than 30 inches from seat to bottom of wing; the
S-7 is 35”. Seats are adjustable fore and aft. Shoulder
harness fore and aft. The cabin is 30” wide where the doors bow out.
The baggage space behind
the seat holds 50 pounds and goes back close to 3 feet.
These doors (on both
sides) are 60” long (15” longer than a Cubs) and about 40” deep (5” lower than
a Cub). You can open them in flight or remove them easily. In summer I usually
fly with the right door back on the dock.
These are flaired out
doors and bubble windows with four air vents.
The panel sits well
forward giving lots of knee room and overall leg room. Flap handle is below
front seat. Throttle for both seats. Toe
brakes front and rear.
Of course the whole
fuselage is made out of 4130 steel tube and the wing structure is all aluminum.
Instruments include oil temp and pressure, fuel
pressure, dual Cyl head temp,
Controls are quite light and
handling is very predictable. If you start the take off run without flaps you
can pop it out of the water indicating 30 mph by pulling on full flaps. Using
one notch of flap and a normal lift off it comes off the water indicating about 35 - 40 mph. I like to approach with two notches of
flaps at 55.
You will be very impressed
with how well it handles winds and gusty conditions.
I think you would be amazed at how small a lake you
can operate out of.
In spite
of running at higher rpm it still sounds pretty much like a Lycoming since most
of the noise is from the prop which turns at slower speed. In most other
respects the 912 is way ahead of a Lycoming. The 912 doesn’t use nor leak oil
so you are not having to clean the belly. You are not going to have to top
overhaul the engine every few hundred hours and it will likely go well past the
manufacturers TBO which may be 1400 hours now.
Fuel
capacity is 68 L and consumption of course depends on how much power you need
but it will certainly be less than any Lycoming. At a 5000 rpm it is burning
about 14 L/hour but I regularly sight see around the lakes at 4500 rpm where it
is burning about 10 L/hour. Three hours plus some reserve would be a good
average. At this point there is plumbing for external wing tanks which add
another 35 L but this may come out.
I burn
premium auto gas.
Cabin
heat is off a partial shroud on the muffler.
Factory
support is great and they have been in business a long time. I’ve talked to
owners with many hundreds of hours on S7’s and no one has reported having to do
much maintenance on the airframe or engine. It is a well designed and well
built aircraft.
This
airplane is a 2003 and has 260 hours.
One very
important update is the balanced elevators and full span elevator trim tab
which is electrically operated via switches on the stick and indicator on the
panel. This type of trim was started in 2001 kits.
Earlier
years with the small trim tab actuated by a lever on the stick and unbalanced
elevators are just not adequate. They were impossible to trim for both hands
off level flight and for approach speed. With this one, I don’t even touch the
trim while doing circuits yet there is almost no elevator stick force required.
The wing
has Vortex Generators which make for very slow landings
Tail
wheel is Matco
There is
an intercom, a transponder and encoder.
It has
strobes lights.
The
covering work is excellent. Finish is a high gloss. The plane was built by Mark
Pringle at Rocky Mountain Kitplanes.
Here are some comments from other owners. The next
note appeared on the Rans yahoo list after
“Congratulations
Here
is another one to a guy coming to an S7 from an Aeronca Champ:
“New Guy, I had a Champ C90, loved it, but had to move into SP category.
…..The S7S in comparison to the Champ is faster, climbs much better, lands
shorter, stronger, as much room, better visibility, more nimble, no oil
leaks, better looks, and will haul as much as you can get in it, almost. I did
set my gross at 1320lbs. Neil R—
And finally a note off a SuperCub site from the guy
who founded the site but is now converting to an S-7S:
|
Sam Beckett |
|
||||||
This 2003 S-7S will be available later this summer on
Lotus floats for about $65000 Cndn (less on wheels).
I may consider getting it registered
in US as part of the sale.
Can deliver.
peterc at pipcom dot com
*
Upgrades.
The green 1994 pictured above illustrates how
closely you have to look at these airframes to see what you are getting. This
94 S7 did not come with the balanced elevators you can see in that picture.
Balanced elevators (which are very important to good handling) weren’t included
until maybe 1996 but late 94 airframes could be upgraded. There are several
more upgrades on that airframe which are not easily visible.
Peter
Cowan 705 877 8404
Near
