Rans S7 PDF

S-7LS COURIER
LIGHT SPORT AIRCRAFT
PILOT OPERATING HANDBOOK
Serial Number:
Registration Number:
March 3, 2005
COPYRIGHT © 2005
RANS DESIGNS
KANSAS, USA
Rans Inc.
Model S-7LS COURIER Table of Contents
TABLE OF CONTENTS
SECTION
GENERAL INFORMATION …………………………………… 1
OPERATING LIMITATIONS……………………………………. 2
WEIGHT AND BALANCE INFORMATION …………………… 3
PERFORMANCE ………………………………………………… 4
EMERGENCY PROCEDURES ………………………………… 5
NORMAL PROCEDURES ……………………………………… 6
AIRCRAFT GROUND HANDLING AND SERVICING … 7
REQUIRED PLACARDS AND MARKINGS …………………. 8
SUPPLEMENTARY INFORMATION……… …………………. 9
Original Issue March 3, 2005 ii

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Model S-7LS COURIER General Information
SECTION 1
GENERAL INFORMATION
TABLE OF CONTENTS
Page
Three View………………………………………………………………………………. 1-3

Introduction………………………………………………………………………………. 1-4
Airplane and Systems Descriptions…………………………………………………… 1-4
Airframe………………………………………………………………………… 1-4
Flight Controls…………………………………………………………………. 1-4
Trim Control System………………………………………………………….. 1-5
Wing Flap System…………………………………………………………….. 1-5
Landing Gear………………………………………………………………….. 1-5
Seats……………………………………………………………………………. 1-5
Seat Belts and Shoulder Harness…………………………………………… 1-6
Powerplant…………………………………………………………………….. 1-6
Carburetors and Fuel Pumps………………………………………………… 1-6
Exhaust System……………………………………………………………….. 1-6
Oil System……………………………………………………………………… 1-7
Liquid Cooling System………………………………………………………… 1-7
Carburetor Heat……………………………………………………………….. 1-7
Propeller………………………………………………………………………… 1-9
Fuel System……………………………………………………………………. 1-10
Brake System………………………………………………………………….. 1-13
Doors……………………………………………………………………………. 1-13
Electrical System………………………………………………………………. 1-13
Pitot and Static System………………………………………………………... 1-14
Instrument Panel……………………………………………………………….. 1-14
Engine Instruments……………………………………………………. 1-14
Flight Instruments……………………………………………………… 1-14
Revision - B May 8, 2007 1- 1

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Operating Weights and Loadings ………………………………………………….. 1-16

Maximum Airplane Weights …………………………………………………. 1-16
Standard Airplane Weights …………………………………………………… 1-16
Cabin and Entry Dimensions ………………………………………………… 1-16
Specific Loadings……………………………………………………………… 1-16
Symbols, Abbreviations and Terminology …………………………………………… 1-16
General Airspeed Terminology and Symbols ……………………………… 1-17
Meteorological Terminology …………… …………………………………… 1-17
Engine Power Terminology …………………………………………………. 1-18
Airplane Performance and Flight Planning Terminology ………………… 1-18
Weight and Balance Terminology …………………………………………… 1-18

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THREE VIEW

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INTRODUCTION
This handbook contains 8 sections.
The pilot should study the entire handbook to familiarize himself with the limitations,
performance and procedures applicable for this aircraft.
Section 1 provides general information and system descriptions.
AIRPLANE AND SYSTEMS DESCRIPTIONS
AIRFRAME
The primary airframe construction material is tubular aircraft grade aluminum and steel.
Primary items of the structure are the fuselage and tail structure. The fuselage and tail
structure are of steel truss construction. The flight controls, main wheels, and seats are
attached to the forward part of the fuselage. The empennage (tail assembly) is attached
to the aft section of the tail structure. The fuselage and tail structure are covered with
polyester fabric type covering.
The externally braced wings are comprised of a tubular leading edge and trailing edge
spar joined by compression and diagonal struts. Formed ribs maintain the airfoil shape.
The leading edge and trailing edge spars are equipped with strut attachment fittings.
Conventional hinged ailerons are attached to the outboard section of the trailing edge
spar of the wings. Conventional flaps are attached to the inboard section of the trailing
edge spar of the wings. The wing, ailerons and flaps are covered with polyester fabric
type covering.
The tail assembly consists of a conventional vertical stabilizer, horizontal stabilizer,

rudder, and elevator. The stabilizers are braced with stainless steel rods. The right
elevator carries a servo- adjustable trim tab. The left elevator has a fixed stability tab (do
not adjust). The tail assembly is covered with polyester fabric type covering.
FLIGHT CONTROLS
The aircraft's flight control system consists of conventional aileron, rudder, and elevator
control surfaces.
The ailerons are manually operated through cables to bell cranks in each wing and short
push pull tubes from bell crank to aileron.
The elevators are operated through push pull tubes via a bell crank.
The forward and rear rudder pedals are connected through link tubes and the rear
pedals via cables to the rudder. By pushing the left rudder pedal the aircraft yaws to the
left and the right pedal yaws the aircraft to the right. All flight control surfaces are of
tubular construction with fabric covering.
The aircraft has the following controls at both seats.
- Control sticks

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- Rudder pedals
- Brake pedals
- Throttle lever
TRIM CONTROL SYSTEM
The AC has an in flight elevator trim system.

The movable trim tab is operated through a servomotor installed in the right elevator via
a short pushrod.
The trim switch for nose up and nose down trim are located at the top of the forward
control stick. An Indicator installed in the instrument panel provides information about the
position of the trim tab.
WING FLAP SYSTEM
The flaps are conventional plain flaps and are extended or retracted by positioning the
flap selector lever (located on the left side of the forward control stick) to the desired flap
deflection position. The spring loaded flap lever moves up or down parallel to metal
plates that provide indentations creating mechanical stops at the desired flap position.
The flap lever has a button on the top. This button must be pushed slightly before
moving the flap lever into a new position. The Lever has a “flaps retracted”, “flaps half”,
and “flaps full” position. The flaps are retracted when the lever is all the way down and
the flaps are full down when the flap lever is all the way up. When the new flap position
is reached, ensure that the lever is securely seated in the new position.
The flaps are actuated through Teleflex- cables (push pull cable). A slight play on the
trailing edge (up and down) is normal.
LANDING GEAR
The landing gear is of the tail dragger type, having a steerable tail wheel and two main
wheels. Shock absorption is provided by the tapered, heat- treated, alloy steel main
landing gear legs and a steel heat- treated flat spring for the tail wheel. The tail wheel is
connected via springs to the rudder and is steerable through the rudder pedals.
The full swivel tail wheel can be made to swivel by using full rudder pedal and brakes in
the desired direction to turn. The steer-cam disengages once the rudder and brakes
have turned the tail wheel to almost max travel left or right. To re-engage steering use
brakes and rudder to taxi a few feet straight.
SEATS
The AC is flown from the front seat if solo.

Both seats are attached to the forward fuselage tube frame by adjustable seat rails.
They are adjustable fore and aft. Each seat is adjusted through removing of the locking
pins, readjusting the seat position as desired and re installation of the locking pins (2 per
seat). The seats can only get adjusted if not occupied. Do not attempt in flight.

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SEAT BELTS AND SHOULDER HARNESSES
The aircraft is equipped with a four-point pilot restraint system. At any time the pilot is
seated in the aircraft with the intent of moving it, the pilot restraint system must be
securely fastened. Always ensure the buckle is snapped into its locking position and the
belt tension is snug and the shoulder harness are placed over the shoulders and
properly adjusted. The empty seat restraint system must be secured even when not
in use. NOTE: Always ensure the pilot restraint systems are not restricting any control
system movement.
POWERPLANT
The S-7LS is powered by a Rotax four stroke, four cylinder horizontally opposed engine.
The cylinders are ram air-cooled and the cylinder heads are water- cooled. The ignition
is of the electronic type.
The propeller is driven via a reduction gear. The RPM indicated is engine- RPM. The
engine is started through an electrical starter.
Number of Engines: 1
Engine Manufacturer: Rotax
Engine Model Number: 912 ULS
Engine type: Normally aspirated, four stroke, horizontal opposed, gear
drive, liquid cooled cyl.- heads, air cooled cyl., carburetor
equipped four cylinder engine with 1352 cm³(82.5in³)
displacement.
Horsepower rating and
Engine speed:
Maximum Takeoff (max off 5 min): 98.5 HP at 5800 RPM
Max. Continuous : 92.5 HP at 5500 RPM
Idle (aprox.): 1400 RPM
CARBURETORS AND FUEL PUMPS
Two Bing carburetors with float chambers are used on the Rotax engine.
An engine driven fuel pump supplies fuel to both carburetors. A electrical back up fuel
pump (fire wall mounted) is used during take off, climb out, landing and in case of engine
pump failure.
A separate air filter is attached to each carburetor.
EXHAUST SYSTEM
The exhaust system consists of an after muffler and four pipes made from stainless
steel. A stainless steel wrap around the muffler provides cabin heat and heat cups
attached to both sides of the muffler canister provide heated air for the carburetor heat.

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OIL SYSTEM
The engine is equipped with a dry sump forced lubrication system with a main oil pump
with integrated pressure regulator and oil pressure sensor. The oil pump sucks the oil
from the oil tank via the oil cooler and forces it through the oil filter to the points of
lubrication of the engine.
Oil Grade: SAE Motorcycle oil of registered brand with gear additives.
Use only oil with API classification “SF” or “SG”. Minimum
recommended viscosity 10W-40.
For additional information refer to ROTAX Operators - and
Maintenance Manual.
►CAUTION: Do not use aircraft engine oil
Total Oil Capacity: 6.4 liq pt ; minimum 4.2 liq pt.
LIQUID COOLING SYSTEM
The cooling system of the cylinder heads is a closed circuit with an expansion tank.
The coolant flow is forced by a water pump from the radiator to the cylinder heads and to
an expansion tank on top of the engine. The expansion tank is closed by pressure cap.
An overflow bottle receives coolant by temperature rise. The radiator is located at the
bottom of the cowling inside the engine compartment.
Coolant capacity: 2.5 qt.
For additional information refer to ROTAX- Operators and Maintenance Manual.

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CARBURATOR HEAT
Each one of the two carburetors of the Rotax 912S engine has a separate pre heating
system consisting of a heat exchanger, heat control unit and connecting duct hose. One
control knob operates both systems. Figure 1- 1 shows the general layout of the design
(only the left side is shown).
Figure 1-1. Carburetor Heat
A heat exchanger is mounted to both sides of the exhaust muffler. The air entering the
carburetor (heat on selected) is downstream cooling air, which is further heated on the
sides of the exhaust muffler when passing through the heat exchanger.
The sides of the exhaust muffler provide sufficient area for heat transfer. Figure 1- 2
shows the muffler mounted heat exchanger.
Figure 1-2. Carburetor Heat Exchanger

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The instrument panel mounted control knob opens or closes the valves in both heat
control units with a simple mixer simultaneously. The position of the valve determines if
the engine runs on “cool” air coming through the air filter or on “hot” unfiltered air coming
from the heat exchanger.
A spring mounted to each control unit supports the closing of the heat control valve and
assures a fully closed valve when carburetor heat “off “is selected and therefore cool air
supply and maximum engine performance. Reference also Figure 1-3.
Figure 1-3. Carburetor Heat Valve

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PROPELLER
The propeller is a fixed pitch Sensenich wood propeller. The maximum diameter is 72".
The propeller has a polyurethane leading edge for protection and better service life.
Always park the aircraft with propeller blades horizontal to preserve balance.
Propeller Manufacturer: Sensenich wood propeller Inc.

Propeller Model Number: W72RR
Number of Blades: 2
Propeller Diameter: 72”
Propeller Type: 2 blade, fixed pitch
Optional a 2 blade ground adjustable carbon propeller is installed (Sensenich).

Propeller Model Number: R70D
Number of Blades: 2
Propeller Type: 2 blade, ground adjustable
FUEL SYSTEM
The S-7LS fuel system is a pump fed carbureted system incorporating two wing tanks ( 9
gallons each) interconnected at one fuel valve accessible to the primary occupant (front
seat).
Fuel quantity indication is provided through a fuel side gauge (clear plastic fuel line) at
each fuel tank.
The indicator is calibrated to read zero, when the unusable fuel amount of 1.25 gall
total or 0.625 gall each tank is reached in horizontal level flight at maximum
continuous RPM.
The ¼; ½; and ¾ marks are also with reference to level flight.
The 1 or full mark indicates a recommended refuel level, if the aircraft is to be parked
(sufficient expansion space) and is with reference to the ground attitude.

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Figure 1-4.Fuel system Airframe

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In addition to the engine mounted (mechanical) fuel pump, there is an electric (back up)
fuel pump mounted to the aft engine mount. These pumps are fed from a gascolator
mounted on the firewall. This system incorporates an anti vapor lock feature at the fuel
tee between the carburetors that feeds the vapor back to the gascolator at the firewall.
Figure 1-5 Fuel System Engine
The system also incorporates a panel mounted fuel pressure gauge

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Fuel Grade: unleaded automotive (ASTM D 4814) gasoline with

minimum AKI (Anti Knock Index) of 91 (R+M)/2 –
No alcohol permitted.
Or AVGAS 100 LL
For additional information refer to ROTAX Operators - and
Maintenance Manual
►ATTENTION: If engine is mainly run on AVGAS

more frequent oil changes will be required.
For additional information refer to ROTAX
Operators - and Maintenance Manual
Fuel Capacity:
Total Capacity: 18 US Gal.
Total Capacity each tank: 9 US Gal.
Total Usable: 16.75 US Gal.
►NOTE: Due to cross feeding between fuel tanks,

the tanks should be re- topped after each refueling
to assure maximum capacity.
BRAKE SYSTEM
The S-7LS is equipped with a main wheel hydraulic braking system. The brake pedals
are mounted on top of the forward and rear rudder pedals. The individual brake pedals
allow differential braking of left or right wheel. Pushing both pedals will result in braking
on both wheels.
The braking system is equipped with a hydraulic fluid reservoir located firewall forward.
Check the fluid level frequently.
To activate the park brake, push both brake pedals and pull the park brake knob on the
left side of the instrument panel. To deactivate the park brake, push the park brake knob
in. Always make sure, that the park brake is off, before adding power for taxiing or at
landing.
DOORS
The S-7LS is equipped with two doors, one on each side of the AC. Always secure the
doors before flight. Only 1 door may be open in flight. Open at or below 60 mph. Do not
exceed 100 mph.
If a door comes open in flight, fly the AC before you attempt to close it. The AC will fly
with open doors. The door will float in a position pending on the speed of the AC. To
close an open door in flight, slow to 60 mph, push the opposite rudder pedal. This will
make the AC yaw and help to get the door closed.

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ELECTRICAL SYSTEM
The S-7LS electrical system is a 12-volt negative ground system. An integral AC

generator mounted in the aft end of the engine powers it. It stores energy in a sealed
maintenance free battery, located in the tail cone. Power is regulated by a solid-state
regulator-rectifier located on the firewall.
Charge or discharge of the battery is indicated at a panel -mounted voltmeter.
PITOT AND STATIC SYSTEM
The S-7LS incorporates both pitot and static sources on the same probe. The probe
extends forward of the left wing. The probe is attached to the instruments with plastic
line joined with quick connectors.
INSTRUMENT PANEL
Engine Instruments
The aircraft is equipped with a tachometer, engine oil temperature gauge, engine oil
pressure gauge, cylinder head temperature gauge, fuel pressure gauge, voltmeter and
an hour meter. The cylinder head temperature gauge is used to monitor the coolant
temperature also.
Flight Instruments
The AC is equipped with airspeed indicator, vertical speed indicator, altimeter, slip
indicator, and compass.

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SPINS PROHIBITED
ELT
UP
MUSIC IN
OIL PRESS. OIL TEMP.
PARKING
BRAKE T.O.
PULL SET
EMRG. COM
DOWN
CABIN HEAT
PULL ON
CHT OAT
CARB HEAT
ENG. INSTR. TRIM STARTER REGULATOR REG.
PULL ON OUTPUT
ON ON ON
INTERCOM TRANSPO. RADIO/GPS AVIONICS FUEL MASTER

CHOKE PULL MASTER PUMP
OPEN
1 Engine Choke Control 17 Outside Air Temperature Gauge

2 Carburetor Heat Control 18 Hour Meter
3 Cabin Heat Control 19 Fuel Pressure Gauge
4 Park Brake Control 20 Voltmeter
5 Intercom 21 Tachometer RPM- Gauge
6 Air Speed Indicator 22 Transponder
7 ELT Remote Control 23 Radio/ GPS Combination
8 Trim Position Indicator 24 Master Switch
9 Vertical Speed Indicator 25 Fuel Pump Switch
10 Slip Indicator 26 Avionics Master Switch
11 Altimeter 27 Ignition Key Switch
12 Music In (Plug) 28 Trim Switch Elevator Trim “Nose UP”
13 Emergency Head Set Plug In 29 Trim Switch Elevator Trim “Nose Down”
14 Oil Pressure Gauge 30 Push to Talk Switch (Radio)
15 Cylinder Head Temperature Gauge 31 Remote Frequency Select Switch
16 Oil Temperature Gauge 32 Compass
33 Fuel Main Shut Off Valve (Floor Board)
Figure 1- 6 Instrument Panel

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OPERATING WEIGHTS AND LOADINGS
MAXIMUM AIRPLANE WEIGHTS
Ramp: 1235 lb.

Takeoff: 1235 lb.
Landing: 1235 lb.
Weight in Baggage Compartment: 50 lb.
STANDARD AIRPLANE WEIGHTS
Standard Empty eight: 740 lb.

Maximum Useful load: 495 lb.
CABIN AND ENTRY DIMENSIONS
Cabin width (Maximum) 27 “
SPECIFIC LOADINGS
At Maximum Takeoff weight:

Wing Loading: 8.16 lb./ft²
Power Loading: 12.18 lb./ HP

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SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
The following definitions are of symbols, abbreviations and terminology used in this
handbook and which may be of operational significance to the pilot.
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
CAS Calibrated Airspeed is indicated airspeed corrected for position

and instrument error.
IAS Indicated Airspeed is the speed shown on the airspeed indicator.
TAS True Airspeed is the airspeed relative to undisturbed air which is

CAS corrected for altitude and temperature.
VA Maneuvering Speed is the maximum speed at which full or abrupt

control movements may be used.
VFE Maximum Flap Extended Speed is the highest speed permissible

with wing flaps in a prescribed extended position.
VNO Maximum Structural Cruising speed is the speed that should not
be exceeded except in smooth air and then only with caution.
VNE Never Exceed Speed is the speed limit that may not be exceeded
at any time.
VS Stalling Speed or the minimum steady flight speed at which the

airplane is controllable.
VSO Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the landing configuration.
VX Best Angle off Climb Speed is the airspeed, which delivers the
greatest gain of altitude in a given horizontal distance.
VY Best Rate off Climb Speed is the airspeed, which results in the
greatest gain of altitude in a given time.

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METEOROLOGICAL TERMINOLOGY
OAT Outside Air Temperature is the free air static temperature
STANDARD
TEMPERATURE Standard Temperature is 15 ° C at sea level and decreases
approximately 2° C for each 1000 ft of altitude.
PRESSURE
ALTITUDE Pressure Altitude is the altitude read from an altimeter when the
barometric scale has been set to 29.92 inches of mercury (1013
mb).
ENGINE POWER TERMINOLOGY
BHP Brake Horsepower is the power developed by the engine.
RPM Revolutions per Minute is the engine speed
STATIC RPM Static RPM is engine speed attained during a full throttle engine
run up with the airplane on the ground and stationary.
MAXIMUM
CONTINUOUS
POWER Maximum power permissible continuously during flight.
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY
DEMONSTRATED
CROSSWIND
VELOCITY The Demonstrated Crosswind Velocity is the velocity of the
crosswind component for which adequate control of the airplane
during takeoff and landing was actually demonstrated during
certification flight test.
USABLE FUEL Usable Fuel is the fuel available for flight planning
UNUSABLE FUEL Unusable Fuel is the quantity of fuel that can not be safely used
during flight.
GPH Gallons per Hour is the amount of fuel consumed per hour.

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WEIGHT AND BALANCE TERMINOLOGY
REFERENCE
DATUM Reference Datum is an imaginary vertical plane from which all
horizontal distances are measured.
STATION A location along the airplane fuselage given in terms of distance

from the reference datum.
ARM The horizontal distance from the reference datum to the center of
gravity of an item.
MOMENT The product of the weight of an item multiplied by its arm.

(Moment divided by the constant 1000 is used in this handbook to
simplify calculations by reducing the number of digits.)
CENTER OF
GRAVITY The point at which an airplane would balance if suspended. Its
distance from the reference datum is found by dividing the total
moment by the total weight of the airplane.
STANDARD
EMPTY
WEIGHT Weight of a standard airplane including unusable fuel, full
operating fluids and full engine oil.
BASIC
EMPTY
WEIGHT Standard empty weight plus optional equipment.
USEFUL
LOAD Difference between takeoff weight and basic empty weight.
MAXIMUM
TAKEOFF
WEIGHT Maximum weight approved for the start of the takeoff run.
MAXIMUM
LANDING
WEIGHT Maximum weight approved for the landing touchdown.

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Model S-7LS COURIER Operating Limitations
SECTION 2
OPERATING LIMITATIONS
TABLE OF CONTENTS
Page
Introduction ……………………………………………………………………………… 2-2

Airspeed Limitations …………………………………………………………………… 2-2
Powerplant Limitations ………………………………………………………………… 2-3
Weight Limits …………………………………………………………………………… 2-4
Center of Gravity Limits ……………………………………………………………….. 2-4
Maneuver Limits ………………………………………………………………………… 2-4
Flight Load Factor Limits ………………………………………………………………. 2-4
Kinds of Operation Limits ………………………………………………………………. 2-5
Fuel Limitations ………………………………………………………………………….. 2-5
Other Limitations ………………………………………………………………………… 2-5
Revision A January 08, 2008 2- 1

RANS Inc. Section 2
INTRODUCTION
Section 2 includes operating limitations, instrument markings, and basic placards

necessary for the safe operation of the airplane, power plant and standard equipment.
The Rotax 912 Operators Manual must be on board of the airplane.
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in Table 2-1.
All speeds are given for maximum takeoff weight.
Airspeed CAS(mph) IAS (mph) Remarks

VNE Never Exceed 130 128 Do not exceed this speed
in any operation
Speed
VA Maneuvering 97 97* Do not make full or abrupt
Speed at maximum control movements above
gross weight this speed.
VFE Maximum Flap 69 69 Do not exceed this speed
with flaps extended.
Extended Speed
VSO Stall speed 45 45** Flaps full down
VS1 Stall speed 50 50** Flaps up
VS1 Stall speed 48 48** Flaps half
Table 2-1: Airspeed Limitations
* At weights below maximum gross weight, maneuvering speed should be reduced 3

mph for each 50 lb. the aircraft weighs below maximum gross weight.
** Power- off configuration

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POWER PLANT LIMITATIONS

Number of Engines: 1
Engine Manufacturer: Rotax
Engine Model Number: 912 UL/S
Horsepower rating and
Engine speed (ISA):
Maximum Takeoff (max off 5 min): 98.5 HP at 5800 RPM
Max. Continuous : 92.5 HP at 5500 RPM
Idle (aprox.): 1400 RPM
►The engine allows operation with fully open throttle valve over the whole RPM
range without limitation. But full throttle performance above 5500 RPM is limited
to 5 minutes.
Minimum Oil Pressure : 12 PSI
Normal Operating Oil Pressure : 29 to 73 PSI
Maximum Oil Pressure: 100 PSI
Minimum Oil Temperature: 120° F

Normal Operating Oil Temperature: 190° to 230° F
Maximum Oil Temperature: 266° F
Maximum Cylinder Head Temperature: 275° F
Engine Start, Operating Temperature:

Maximum: 120° F
Minimum: - 13° F
Fuel Pressure
Minimum: 2.2 PSI
Maximum: 5.8 PSI
Acceleration:
Limit of engine operation at
zero gravity and in negative
g conditions: 5 seconds at max. –0.5 g
Fuel Grade: See fuel limitations
Oil Grade: SAE Motorcycle oil of registered

brand with gear additives.
Use only oil with API classification
“SF” or “SG”. Minimum
recommended viscosity 10W-40.
For additional information refer to
ROTAX Operators - and
Maintenance Manual.
►CAUTION: Do not use aircraft
engine oil

Propeller Model Number: W72RR

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Number of Blades: 2
Propeller Type: 2 blade, fixed pitch
Optional a 2 blade ground adjustable carbon propeller is installed (Sensenich).

Propeller Model Number: R70D
Number of Blades: 2
Propeller Type: 2 blade, ground adjustable
WEIGHT LIMITS
Maximum Ramp weight: 1235 lb.

Maximum Takeoff weight: 1235 lb.
Maximum Landing weight: 1235 lb.
Maximum weight in Baggage compartment: 50 lb.
CENTER OF GRAVITY LIMITS
Forward: 46.1 inches aft of datum at 950 lb. or less

with a linear variation to 48 at 1235 lb.
Aft: 50.5 inches aft of datum at all weights
Reference Datum: Front face off firewall
MANEUVER LIMITS
This aircraft is intended for non – acrobatic operations.

The angle of bank should not exceed 60 ° and the pitch attitude may not exceed 30 °.
Stalls except whip stalls are approved with slow deceleration.
► Acrobatic maneuvers, including spins are not approved

in the RANS S-7LS aircraft.
FLIGHT LOAD FACTOR LIMITS

Flight Load Factors:
Flaps Up: + 4.0 g, - 2.0g
Flaps Down: + 2.0 g, 0 g

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KINDS OF OPERATION LIMITS

The RANS S-7LS is limited to Day and Night VFR operations.
Flight into known icing conditions is prohibited.
This aircraft is limited to two occupants only.
During solo flights the pilot must sit in the front seat.
Night flights according to VFR, flights according to IFR (by instruments) are approved
only when instrumentation required for such flights is installed and maintained according
to applicable F.A.R.S. and flight performed by a pilot with applicable rating and currency!
Intentional flights into known icing conditions are prohibited.
FUEL LIMITATIONS
Approved Fuel Grades: unleaded automotive (ASTM D 4814)
gasoline with minimum AKI (Anti Knock
Index) of 91 (R+M)/2 – No alcohol
permitted.
Or Avgas 100 LL Grade Aviation Fuel (blue)
► for other fuel see ROTAX Operators
Manual supplied with your AC engine.
Fuel Capacity:
Total Capacity: 18 US GAL
Total Capacity each Tank: 9 US GAL
Total Usable: 16.75 US GAL
Total Unusable: 1.25 US GAL
►NOTE: Due to cross feeding between fuel

tanks, the tanks should be re- topped after
each refueling to assure maximum capacity.
Takeoffs have not been demonstrated with less than 2 gallons of total fuel (1 gallon per
tank).
The fuel quantity indicator is calibrated to read correct in horizontal level flight
(cruise) only.
The readings given by the fuel quantity indicator in 3-wheel ground attitude are therefore
not correct.
The fuel remaining in the tanks after the fuel quantity indicator reads zero (in level flight
attitude in cruise condition) cannot be safely used in flight.
OTHER LIMITATIONS
Flap Limitations:
Approved Takeoff Range: retracted, half or full flaps (0° to 34°)
Approved Landing Range: retracted, half or full flaps (0° to 34°)

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Model S-7LS COURIER Weight and Balance Information
SECTION 3
WEIGHT AND BALANCE INFORMATION
TABLE OF CONTENTS
Page
Introduction……………………………………………………………………………… 3-2
Installed Equipment List ……………………………………………………………… 3-2
Airplane Weighing Procedures ………………………………………………………. 3-4
Weight and Balance……………………………………………………………………. 3-7
Revision - A March 3, 2005

3- 1
Rans Inc. Section 3
INTRODUCTION
This Section lists standard equipment installed, describes the procedures for establishing of basic
empty weight and moment of the airplane.
Procedures for calculating the weight and moment for various loadings are also provided. Sample
forms are provided for reference.
It should be noted that specific information about weight, arm, moment and installed equipment of
this airplane as delivered from the factory can only be found in the plastic envelope carried in the
back of this manual.
Always check your weight and balance during your preflight planning. It is required to check the
data for landing and take off (fuel weight change).
It is the responsibility of the pilot to ensure that the airplane is loaded properly.
INSTALLED EQUIPMENT LIST
ENGINE:
Engine Supplier: Rotax

Engine Part Number: 912 ULS2
PROPELLER:
Propeller Supplier: Sensenich Wood Propeller Inc.

Propeller Part Number: W72RR (2blade wood) or 2A1R5R70D(N)*
(Composite)
* An (N) will be at the end of the part number
if the propeller has a nickel leading edge
WHEELS AND BRAKES:
Main Wheels and Brakes Supplier: Cleveland, Grove or MATCO

Main Wheels and Brakes Part Number: 199-104, 61-1 or MHMHE6B1.25-SC
Tail Wheel Supplier: RANS Inc.

Tail Wheel Part Number: KATG0002
Parking Brake Valve Supplier: Matco

Parking Brake Valve Part Number: PV-1
Master Cylinder Supplier: Cleveland, or Grove

Master Cylinder Part Number: 10-54, or 670-1

3- 2
Rans Inc. Section 3
Tire Supplier: Specialty Tires of America Inc.

Tire Part number: Aero Trainer 6.00x6; 6 Ply ; Type 3;
AD4E4
or
Air Trac 8.00 X 6; 6 Ply; Type 3;
AA1J4
INSTRUMENTS AND ELECTRICAL:
Altimeter Supplier: Falcon Gauge

Altimeter Part number: ALT20INF-3
Airspeed Indicator Supplier: United Instruments

Airspeed Indicator Part Number: 8000 (TSO C2b)
Vertical Speed Indicator Supplier: Falcon Gauge

Vertical Speed Indicator Part Number: VSI2FM-3
Fuel Pressure Gauge Supplier: Mitchell

Fuel Pressure Gauge Part Number: D1-211-5062
Tachometer Supplier: VDO

Tachometer Part Number: 333 015 041D
Cylinder Temp Supplier: VDO

Cylinder Temp Part Number: 310 030 007C
Oil Temperature Supplier: VDO

Oil Temperature Part Number: 310 030 007C
Oil Pressure Supplier: VDO

Oil Pressure Part Number: 350 909
Hour Meter Supplier: VDO

Hour Meter Part Number: 331 810 012 001C
Hour Meter Pressure Switch Supplier: Borg Warner

Hour Meter Pressure Switch Part Number: S383
Volt Meter Supplier: VDO

Volt Meter Part Number 332 041
Trim System Supplier: Ray Allen Company

Trim System Part Number: T3-12A-TS
Trim Switch Supplier: Ray Allen Company

Trim Switch Part Number: G205
Breaker Switch Supplier: Potter & Brumfield

Breaker Switch Part Number: W31-X2M1G-(X) X=amperage

3- 3
Rans Inc. Section 3
Regulator Rectifier Supplier: Rotax

Regulator Rectifier Part Number: 965 347
Starter Relay Supplier: Rotax

Starter Relay Part Number: 992 819
FUEL SYSTEM:
Gascolator Supplier: Aircraft Spruce

Gascolator Part Number: 10560
Fuel Pump Supplier: Aircraft Spruce

Fuel Pump Part Number: 40105
Fuel Filter Supplier: Wix Dixon

Fuel Filter Part Number: 33031
Air Filter Supplier: K&N

Air Filter Part Number: RC-1894
AIRPLANE WEIGHING PROCEDURES
1. Preparation:
• Inflate tires to recommended operating pressure
• Drain all fuel
• Service engine oil as required to obtain a normal indication
• Move seats to the most aft position
• Retract flaps
• Place all control surfaces in neutral position
2. Leveling:
• Raise tail to level upper cabin longeron. (Stand between tail wheel and scale
required).
• Place scales under each wheel (360 lb. minimum capacity)
3. Weighing:
• With the airplane level, record the weight shown on each scale and subtract the
weight of the leveling device from the weight indicated at the tail wheel.
4. Measuring:
• Obtain measurement A by measuring horizontally from a plumb bob dropped from
the firewall to the center of the main wheels.
• Obtain measurement B by measuring horizontally from a plumb bob dropped from
the firewall to a plum bob dropped from the center of the tail wheel.
• Enter measurements A and B in column “arm” of table 3.1.

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Rans Inc. Section 3
5. Using weights from item 3 and measurements from item 4, the airplane basic empty
weight and moment can be determined by completing Figure 3-1. (The airplane basic
empty weight includes the unusable fuel amount of 1.25 gall.)
• Moment = weight x Arm
Line Item Weight (lb.) Arm (in) Moment (in lb.)

1 Main wheel RH (A)
2 Main wheel LH (A)

3 Tail wheel (B)
4 Unusable fuel 7.5 52.2 391.5
(1.25 gallons )
Total Total
Arm (= total moment / total weight )
Table 3-1. Airplane basic empty weight

3- 5
Rans Inc. Section 3
Model S-7LS COURIER Weight and Balance
SAMPLE WEIGHT AND BALANCE RECORD

(Continuous history of changes in structure or equipment affecting weight and balance)
Serial Number: Page Number:
Date Description of article or Modification Weight Change Running Basic

Empty
ADDED ( +) REMOVED ( - )
Weight
Wt Arm Moment Wt Arm Moment Wt Moment
(lb.) (in) (lb.-in) (lb.) (in) (lb.-in) (lb.) (lb.-in)
As Delivered
Figure 3-2. Sample weight and balance record
Original Issue March 3, 2005 3- 6

Rans Inc. Section 3
Weight and Balance

The following will enable you to determine the weight and balance of your AC and to operate it
within the prescribed center of gravity limitations.
The S-7LS is a simple AC and so are the weight and balance calculations.
The AC is limited to two occupants. For solo flight the pilot has to occupy the front seat.
For baggage storage a baggage compartment behind the rear seat is available. The
compartment is rated for 50 lb. The baggage compartment should be closed securely in flight.
To figure the weight and balance use the Sample Loading Problem and Center of Gravity
Envelope as follows:
Enter the following data in the column “Your Airplane” on the Sample Loading
• Basic Empty Weight and moment from your AC weight and balance records.
• Weight of Front Seat Occupant and arm pending on seat position. Refer to
Figure 3-3.
• Weight of Rear Seat Occupant and arm pending on seat position. Refer to
Figure 3-3.
• Usable Fuel (at 6 lb./ gall).
• Weight of Baggage.
Calculate the moments and total moment of your loading problem.

Calculate the total Take off Weight, total Moment and Center of gravity.
Check that the Center of Gravity calculated for take off falls inside of the Center of
Gravity Envelope. (CG = Total Moment / Total Weight).
Repeat for Landing.
Note: You can also read the moments from the Loading Graph in Figure 3-6, calculate the total
moment and check if it falls in the Center of Gravity Moment Envelope in Figure 3-7.
Item Arm
Center of Gravity of Front Seat Occupant 37.4*
(35.15 to 37.4)
Center of Gravity of Rear Seat Occupant 65.4*
(63.15 to 65.4)
Center of Gravity of Baggage in Baggage 92.5 **
compartment
* Pilot and Passenger center of gravity on adjustable seats positioned for

an average occupant (seat in rear most position).
** Measured to the center of the baggage area.
Figure 3-3. Loading Arrangements

Rans Inc. Section 3
Sample Loading Problem Sample Airplane Your Your Your

Airplane Airplane Airplane
Item Weight Arm Moment Weight Arm Moment Weight Arm Moment Weight Arm Moment
( lb.) (in) (lb.- in) ( lb.) (in) (lb.- in) ( lb.) (in) (lb.- in) ( lb.) (in) (lb.- in)
Basic Empty Weight 751 47.7 35822
(use data of your AC; includes
unusable fuel and oil)
Usable Fuel (at 6 lb./ gall) 72 52.20 3758 52.20 52.20 52.20
Front Seat Occupant (35.15 to 37.4)* 170 37.40 6358

(use arm corresponding to your seat pos.)
Rear Seat Occupant (63.15 to 65.4)* 170 65.4 11118
Baggage in Baggage Compartment* 20 92.50 1850
Total Total Total Total Total Total Total Total

Weight Moment Weight Moment Weight Moment Weight Moment
1183 58906
Center of Gravity CG CG CG
(total Moment/ total weight) 49.79
* Reference Figure 3-3 Loading Arrangements
Check that obtained CG position falls within the Center of Gravity Envelope (Figure 3-5)
Figure 3-4. Sample Loading Problem (Sheet 1 of 2)

Rans Inc. Section 3
Sample Loading Problem Sample Airplane Your Your Your

Airplane Airplane Airplane
Item Weight Arm Moment Weight Arm Moment Weight Arm Moment Weight Arm Moment
( lb.) (in) (lb.- in) ( lb.) (in) (lb.- in) ( lb.) (in) (lb.- in) ( lb.) (in) (lb.- in)
Basic Empty Weight 751 47.7 35822
(use data of your AC; includes
unusable fuel and oil)
Usable Fuel (at 6 lb./ gall) 72 52.20 3758 52.20 52.20 52.20
Front Seat Occupant (35.15 to 37.4)* 170 37.40 6358

Rear Seat Occupant (63.15 to 65.4)* 170 65.4 11118
Baggage in Baggage Compartment* 20 92.50 1850
Total Total Total Total Total Total Total Total

Weight Moment Weight Moment Weight Moment Weight Moment
1183 58906
Center of Gravity CG CG CG
(total Moment/ total weight) 49.79
* Reference Figure 3-3 Loading Arrangements
Check that obtained CG position falls within the Center of Gravity Envelope (Figure 3-5)
Figure 3-4. Sample Loading Problem (Sheet 2 of 2)

Rans Inc. Section 3
Center of Gravity Limits
S-7LS
1300.00
1200.00
1100.00
1000.00
Center of Gravity Limits

900.00
Loaded Airplane Weight (Pounds)

800.00
700.00
45.50 46.00 46.50 47.00 47.50 48.00 48.50 49.00 49.50 50.00 50.50 51.00
Airplane C.G. Location- Inches Aft of Datum
Figure 3-5. Center of Gravity Envelope (Limits)

Rans Inc. Section 3
Loading Graph S-7LS
300
Front Seat
Rear Seat
250 Fuel
225lb 225lb
Baggage
200lb 200lb
200
175lb 175lb
150
18gal
Load Weight (Pounds)

100
9gal
50 50lb
25lb
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Load Moment/1000 (Pound- Inches)
Occupant moments for rear ward seat position (average occupant)
Figure 3-6. Loading Graph

Rans Inc. Section 3
Center of Gravity Moment Envelope S-7LS
1200
Center of Gravity
Moment Envelope
1100
1000
900
Loaded Airplane Weight (Pounds)

800
700
30000 35000 40000 45000 50000 55000 60000
Loaded Airplane Moment (Pound- Inches)
Figure 3-7. Center of Gravity Moment Envelope

Rans Inc. Section 4
Model S-7LS COURIER Performance
SECTION 4
PERFORMANCE
TABLE OF CONTENTS
Page
Introduction…………………………………………………………………………….. 4-2
Airspeed Indicator Calibration………………………………………………………… 4-2
Temperature Conversion Chart………………………………………………………. 4-3
Wind Components……………………………………………………………………… 4-4
Stall Speeds…………………………………………………………………………….. 4-5
Takeoff Distance Short Field …………………………………………………………. 4-6
Maximum Rate of Climb……………………………………………………………….. 4-7
Cruise Performance…………………………………………………………………….. 4-7
Landing Distance Short Field …………………………………………………………. 4-8
Maximum Demonstrated Crosswind Velocity………………………………………… 4-9
Demonstrated Operating Temperature………………………………………………. 4-9

Rans Inc. Section 4
INTRODUCTION
SECTION 4 provides performance Information.

The data assumes that the aircraft and engine are in good condition and that average
piloting techniques are used.
All performance data are given at forward CG- limit and gross weight if not stated
otherwise.
This is considered the most critical.
AIRSPEED INDICATOR CALIBRATION
The table below shows the relationship between Indicated Airspeed and Calibrated
Airspeed in MPH.
Flaps up
MPH CAS 50 60 70 80 90 100 110 120 130
MPH IAS 50 60 70 80 90 100 110 119 128
Flaps half
MPH CAS 45 55 65 69
MPH IAS 45 54 63 67
Flaps full
MPH CAS 45 55 65 69
MPH IAS 45 55 64 68
Table 4-1. Airspeed Indicator Calibration

Rans Inc. Section 4
TEMPERATURE CONVERSION CHART
Figure 4-2. Temperature Conversion Chart

Rans Inc. Section 4
WIND COMPONENTS
Note:
Maximum demonstrated crosswind velocity (90 degree) is 12 knots.
Figure 4-3. Cross Wind Component Chart

Rans Inc. Section 4
STALL SPEEDS
CONDITIONS:
Power Off
NOTES
1. Maximum altitude loss during a stall recovery may be as much as 160 feet.
2. IAS (MPH) Values are approximate.
3. All values are in MPH
4. Most forward center of gravity
Flap deflection At 1235 lb. At 1000 lb.

MPH IAS MPH CAS MPH IAS MPH CAS
UP 50 50 46 46
HALF 48 48 44 44
FULL 45 45 41 42
Table 4-4. Aircraft Stall speeds

Rans Inc. Section 4
TAKEOFF DISTANCE
SHORT FIELD
CONDITIONS:
Flaps Half
Full Throttle Prior to Brake Release
Paved, Level, Dry, Runway
Zero Wind
NOTES:
1. Short field technique as described in Section 6.
2. If brakes are not held, distances are from point where full throttle is reached.
3. Decrease distances 10% for each 13 knots headwind. For operation in tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
4. For operation in air colder than this table provides, use the coldest (leftmost) data for takeoff distances.
TAKEOFF 0°C 10°C 20°C 30°C 40°C
WEIGHT SPEED (IAS) PRESS GND TOTAL GND TOTAL GND TOTAL GND TOTAL GND TOTAL
LBS MPH ALTITUDE ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR
LIFT AT FT FT 50 FT FT 50 FT FT 50 FT FT 50 FT FT 50 FT
OFF 50 FT OBSTACLE OBSTACLE OBSTACLE OBSTACLE OBSTACLE
0 305 788 329 843 355 901 381 961 409 1022
1000 338 869 365 931 394 994 423 1060 454 1128
2000 376 960 406 1029 437 1099 470 1172 504 1247
3000 419 1066 453 1142 488 1220 525 1301 562 1384
1235 45 55 4000 470 1190 508 1275 547 1362 588 1452
5000 527 1330 570 1424 614 1522 660 1623
6000 592 1488 640 1593 690 1703 741 1815
7000 666 1666 720 1784 776 1907
8000 750 1868 810 2001 873 2138
0 190 507 205 543 221 580 237 618 255 658
1000 211 560 227 599 245 640 263 682 282 726
2000 234 618 253 662 272 707 293 754 314 802
3000 261 686 282 735 304 785 326 837 350 890
1000 45 55 4000 292 766 316 820 340 876 366 934
5000 328 856 355 916 382 979 411 1043
6000 369 958 399 1026 429 1096 462 1168
7000 415 1071 448 1147 483 1226
8000 467 1202 505 1288 544 1376
Table 4-5. Takeoff Distance

Rans Inc. Section 4
MAXIMUM RATE OF CLIMB
CONDITIONS:
Full Throttle
Flaps Up
Gross weight (1235 lb.)
Forward CG
NOTES:
1. Airspeeds are indicated airspeeds (IAS).
2. Service ceiling 12,500 ft. (MSL)
Pressure Climb Standard R/C for STD R/C for STD R/C for STD
Altitude Speed Temperature Temperature Temp+20°C Temp-20°C
Ft MPH ISA (°C ) ft/min ft/min ft/min
0 67 15 824 744 864
2000 66 11 727 647 769
4000 66 7.1 630 550 673
6000 65 3.1 533 453 577
8000 65 -0.9 436 356 481
10000 64 -4.8 339 259 385
12000 64 -8.8 241 162
Table 4-6. Max. Rate of Climb
CRUISE PERFORMANCE
CONDITIONS:
Gross weight (1235 lb.)
Engine at maximum continuous RPM (5500) or the RPM achieved with full throttle.
Pressure altitude Temperature TAS in mph Fuel burn in GPH

2000 ft 11 C 110 5.5
5000 ft 5.1 C 111 5.3
8000 ft -0.9 C 112 5.0
Table 4-7. Cruise Performance

Rans Inc. Section 4
LANDING DISTANCE
SHORT FIELD
CONDITIONS:
Flaps Full
Power Off
Maximum Braking
Paved, Level, Dry, Runway
Zero Wind
NOTES:
1. Short field technique as described in Section 6.
2. Decrease distances 10% for each 13 knots headwind. For operation in tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
0°C 10°C 20°C 30°C 40°C

WEIGHT SPEED PRESS GND TOTAL GND TOTAL GND TOTAL GND TOTAL GND TOTAL
LBS AT 50 FT ALTITUDE ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR
MPH (IAS) FT FT 50 FT FT 50 FT FT 50 FT FT 50 FT FT 50 FT
OBSTACLE OBSTACLE OBSTACLE OBSTACLE OBSTACLE
0 321 1263 341 1325 361 1387 383 1451 404 1515
1000 341 1325 362 1390 384 1456 407 1523 430 1590
2000 363 1391 386 1459 409 1529 433 1599 458 1669
3000 386 1461 410 1533 435 1605 461 1679 487 1754
1235 59 4000 411 1535 437 1610 464 1687 491 1764
5000 438 1613 466 1693 494 1773 523 1855
6000 467 1696 496 1780 527 1865 558 1951
7000 498 1785 529 1873 562 1962
8000 531 1878 565 1971 599 2065
Table 4-8. Landing Distance

Rans Inc. Section 4
MAXIMUM DEMONSTRATED CROSSWIND VELOCITY

Takeoff 12 Knots (90 degree)
Landing 12 Knots (90 degree)
This is not considered limiting.
DEMONSTRATED OPERATING TEMPERATURE

Satisfactory engine cooling has been demonstrated for this airplane with an outside air
temperature 23 º C above standard.
This is not to be considered an operating limitation.

Rans Inc. Section 5
Model S-7LS COURIER Emergency Procedures
SECTION 5
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Page
Introduction…………………………………………………………………………….. 5-2
Airspeeds for Emergency Operation…………………………………………………. 5-2

Engine Failure After Takeof………………………………………………….. 5-2
Maneuvering Speed…………………………………………………………… 5-2
Maximum Glide………………………………………………………………... 5-2
Precautionary Landing with Engine Power…………………………………. 5-2
Landing without Engine Power……………………………………………. 5-2
Operational Checklists…………………………………………………………………. 5-2
Engine Failure……………………………………………………………………………. 5-2

Engine Failure During Takeoff Run…………………………………………… 5-2
Engine Failure Immediately After Takeoff…………………………………… 5-2
Engine Failure During Flight………………………………………………….. 5-3
Forced Landings………………………………………………………………………… 5-3

Emergency Landing without Engine Power…………………………………. 5-3
Precautionary Landing with Engine Power………………………………….. 5-3
Ditching………………………………………………………………………….. 5-3
Landing with a Defective Main Wheel Tire…………………………………………… 5-4
Fires………………………………………………………………………………………. 5-4
During Start On Ground……………………………………………………….. 5-4
Engine Fire In Flight……………………………………………………………. 5-4
Electrical Fire In Flight…………………………………………………………. 5-4
Amplified Procedures……………………………………………………………………. 5-5
Engine Failure…………………………………………………………………… 5-5

Forced Landings………………………………………………………………… 5-6
Recovery From A Spiral Dive………………………………………………….. 5-6
Spins……………………………………………………………………………… 5-6
Rough Engine Operation………………………………………………………. 5-6
Ignition Malfunction…………………………………………………… 5-6
Carburetor Ice…………………………………………………………... 5-7

Rans Inc. Section 5
INTRODUCTION
SECTION 5 provides checklists and amplified procedures for coping with emergencies
that may occur. Emergencies caused by aircraft or powerplant malfunctions are rare if
proper preflight inspections and maintenance are performed. Emergencies caused by
extreme weather situations can be minimized or eliminated by good judgment and
proper preflight planning. However, should an emergency arise the basic guidelines
described in this section should be considered and applied as necessary to resolve the
problem.
In any emergency – fly the airplane first- maintain control.
AIRSPEEDS FOR EMERGENCY OPERATION (IAS)

Engine Failure After Takeoff Flaps UP 66 MPH
Flaps DOWN 59 MPH
Maneuvering Speed 97 MPH
Maximum Glide Flaps UP 64 MPH
Precautionary Landing with Flaps UP 59 MPH

Engine Power Flaps DOWN 55 MPH
Landing without Engine Flaps UP 70 MPH

Power Flaps Down 65 MPH
OPERATIONAL CHECKLISTS
ENGINE FAILURE
Engine Failure During Takeoff Run:
Fly the Airplane!
(1) Throttle - IDLE.
(2) Brakes - APPLY as needed.
(3) Ignition switch - OFF.
(4) Master switch - OFF.
Engine Failure Immediately After Takeoff

Fly the Airplane!
(1) Airspeed - 66 MPH (Flaps up).
59 MPH (Flaps down).
(2) Brakes - APPLY As Needed.
(3) Ignition Switch - OFF.
(4) Master Switch - OFF.

Rans Inc. Section 5
Engine Failure During Flight

Fly the Airplane!
(1) Airspeed - 64 MPH for best glide
(2) Select Emergency Landing Area - PROCEED To It.
(3) Attempt Engine RESTART.
(4) Ignition - Check ON.
(5) Choke - Check OFF.
(6) Throttle Lever - CRACKED (approximately 1/4" forward).
(7) Turn Switch to START
(8) If Engine DOES NOT Start - Follow Emergency Landing Procedure Without Engine
Power.
FORCED LANDINGS
Emergency Landing Without Engine Power
Fly the Airplane!
(1) Flaps - As REQUIRED for Landing Site.
Airspeed - 70 MPH (Flaps up).
65 MPH (Flaps down).
(2) Fuel Selector Valve - OFF.
(3) All Switches - OFF.
(4) Unlatch cabin doors prior final approach
(5) Touchdown - MINIMUM FLIGHT SPEED.
Precautionary Landing With Engine Power

Fly the airplane!
(1) Select Field - FLY OVER, noting terrain, obstructions and wind direction.
(2) Flaps - AS REQUIRED (for landing site).
(3) Airspeed 59 MPH (Flaps UP).
55 MPH (Flaps full DOWN) (Use flaps as required for landing site).
(5) Doors - OPEN.
(6) Touchdown - MINIMUM FLIGHT SPEED.
(7) Ignition - OFF.
Ditching
Fly the airplane!
(1) Flaps - FULL.

Airspeed - 55 MPH.
(2) Power - RATE OF DESCENT - 200 ft/min or less (adjust with power).
(3) Approach - High Winds - INTO THE WIND. Light Winds - PARALLEL TO SWELLS.
(4) Tighten seat belts
(5) Unlatch cabin doors
(6) Touchdown - LEVEL ATTITUDE AT ESTABLISHED DESCENT RATE.

Rans Inc. Section 5
(7) Place folded coat or cushion over face at touch down

(8) Airplane - Unlatch Seat Belts and EVACUATE through doors.
(9) Life Raft and Vests - INFLATE (If onboard).
LANDING WITH A DEFECTIVE MAIN WHEEL TIRE

Fly the Airplane
(1) Approach - NORMAL
(2) Flaps – as desired
(3) Touchdown - GOOD TIRE FIRST. Hold the aircraft off of the defective tire
as long as possible with aileron control.
FIRES
During Start On Ground
(1) Cranking - CONTINUE, to get a start which would suck the flames and
accumulated fuel through the carburetor and into the engine.
If Engine Starts:
(2) Power – 4500 -5000 RPM for a few minutes.
(3) Engine - SHUTDOWN and inspect for damage.
If Engine fails to Start:
(4) Continue cranking with throttle full open while ground attendants obtain
fire extinguisher; when ready to extinguish fire -
(5) Ignition - OFF.
(8) Fire Damage - INSPECT, repair damage or replace damaged components
or wiring before conducting another flight.
Engine Fire In Flight

Fly the airplane!
(2) Ignition switch- OFF.
(3) Master switch - OFF.
(4) Cabin heat - OFF.
(5) Airspeed - 95 MPH (If fire is not extinguished, increase glide speed to find
an airspeed which will provide an incombustible mixture
(CAUTION DO NOT EXCEED VNE).
(6) Forced Landing - EXECUTE (as described in Emergency Landing
Without Engine Power).
Electrical Fire In Flight

Fly the airplane!
(1) Master Switch - OFF .
(2) All Other Switchs (except Ignition switch) OFF.

Rans Inc. Section 5
If fire appears out and electrical power is necessary for continuance of flight:
(3) Circuit Breakers - CHECK for faulty circuit, do not reset faulty circuit
Master Switch - ON.
(4) Radio/Electrical Switches - ON one at a time, with delay after each until short circuit is
localized.
AMPLIFIED PROCEDURES
ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most important thing to do is to stop
the aircraft on the remaining runway. Those extra items on the checklist will provide
added safety during a failure of this type.
The first response to an engine failure after takeoff is to promptly LOWER the nose and
establishes a glide attitude (check and maintain speed). In most cases, the landing
should be planned straight ahead with only small heading corrections to avoid
obstructions. Of course, the number one priority is to land the aircraft as smoothly and
accurately as possible. Altitude and airspeed are seldom sufficient to execute a 180
degree gliding turn back to the runway.
After an engine failure in flight, the best glide speed (64 mph) should be established as
quickly as possible. While gliding toward a suitable landing site, an effort should be
made to identify the cause of the failure. If time permits, an engine restart should be
attempted as shown on the checklist. If the engine cannot be restarted, a forced landing
without power must be completed.
Figure 5-1. Maximum Glide

Rans Inc. Section 5
FORCED LANDINGS
Select a suitable landing site and proceed to it. If all attempts to restart the engine fail
and a forced landing is imminent, follow the checklist for Emergency Landing Without
Power.
Before attempting an off airport landing with engine power available, fly over the landing
site at a safe but low altitude to inspect the terrain. Check for obstructions and surface
conditions. Plan your approach and touch down.
When preparing to ditch, it is advisable to jettison any heavy objects from around the
Pilot, including heavy clothing. Of course, if time permits, ditch as close to land or a
water vessel as possible.
Transmit Mayday message on 121.5 MHz giving location and intentions.
RECOVERY FROM A SPIRAL DIVE

If a spiral dive is encountered, proceed as follows:
(1) Retard Throttle to IDLE.
(2) Stop the turn by using coordinated aileron and rudder in opposite
direction of spiral dive.
(3) Cautiously apply elevator back pressure to slowly reduce the airspeed to
below maneuvering speed .
SPINS
Intentional spins in the S-7LS aircraft are PROHIBITED. Should an inadvertent spin
occur, the following recovery procedure should be used:
(1) Retard the throttle to IDLE.
(2) Place the ailerons in the NEUTRAL position.
(3) Apply and HOLD full rudder opposite to the direction of rotation.
(4) Just after the rudder pedal reaches the stop, move the control stick (yoke)
forward far enough to "break" the stall.
(5) Hold these control inputs until rotation stops.
(6) As rotation stops, neutralize rudder and apply back pressure on the
control stick to slowly reduce airspeed to normal cruise speed.
ROUGH ENGINE OPERATION
IGNITION MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of ignition problems.

Switching form BOTH to either L or R ignition switch position will identify which circuit is
malfunctioning. Select different power settings if continued operations on BOTH circuits
is practicable. If not, switch to the good circuit and proceed to the nearest airport for
repairs.

Rans Inc. Section 5
CARBURETOR ICE
A sudden engine roughness or loss of rpm could be Carburetor Ice problems. Actuate
the Carburetor Ice by pulling on the Carburetor Ice Control Knob.
As soon as the engine roughness or suspected carburetor ice is gone turn off the
Carburetor Heat. Repeat as necessary.

Rans Inc. Section 6
Model S-7LS COURIER Normal Procedures
SECTION 6
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
Introduction………………………………………………………………………………. 6-3
Airspeeds For Normal Operations…………………………………………………….. 6-3
Operational Checklists…………………………………………………………………. 6-3
Preflight Inspection……………………………………………………………………… 6-3

Cabin……………………………………………………………………………. 6-5
Empennage…………………………………………………………………….. 6-5
Left Wing – Trailing Edge………………………………………………………. 6-5
Left Wing………………………………………………………………………… 6-6
Nose ……………………………………………………………………………. 6-6
Right Wing………………………………………………………………………. 6-6
Right Wing – Trailing Edge…………………………………………………….. 6-7
Before starting the Powerplant………………………………………………………… 6-7
Starting the Powerplant………………………………………………………………… 6-7
Cold Start……………………………………………………………………….. 6-7
Hot Start………………………………………………………………………… 6-7
Taxiing ………………………………………………………………………………….. 6-8
Before Takeoff………………………………………………………………………….. 6-8
Takeoff…………………………………………………………………………………… 6-8
Normal Takeoff…………………………………………………………………. 6-8
Short Field Takeoff……………………………………………………………... 6-8
Enroute Climb……………………………………………………………………………. 6-9
Normal Climb……………………………………………………………………. 6-9
Cruise……………………………………………………………………………………… 6-9
Approach………………………………………………………………………………… 6-9
Before Landing…………………………………………………………………………… 6-9
Landing…………………………………………………………………………………… 6-9
Normal Landing………………………………………………………………… 6-9
Short Field Landing…………………………………………………………….. 6-10
Balked Landing…………………………………………………………………. 6-10
After Landing…………………………………………………………………………….. 6-10
Securing the Aircraft……………………………………………………………………. 6-10
Amplified Procedures…………………………………………………………………… 6-11
Preflight Inspection……………………………………………………………. 6-11

Before Starting the Powerplant………………………………………………. 6-11
Starting the Powerplant……………………………………………………….. 6-11
Taxiing………………………………………………………………………….. 6-12
Before Takeoff…………………………………………………………………. 6-13

Rans Inc. Section 6
Takeoff………………………………………………………………………….. 6-13
Power Check and Takeoff Roll…………………………………….. 6-13
Flap Settings………………………………………………………… 6-14
Short Field Takeoff………………………………………………… 6-14
Crosswind Takeoff…………………………………………………. 6-14
Enroute Climb…………………………………………………………………………… 6-14

Cruise……………………………………………………………………………………. 6-14
Stalls…………………………………………………………………………………….. 6-15
Approach…………………………………………………………………………………. 6-15
Landing…………………………………………………………………………………. 6-15
Normal Landing……………………………………………………………….. 6-15
Short Field Landing…………………………………………………………… 6-15
Crosswind Landing……………………………………………………………. 6-15
Securing the AC………………………………………………………………………… 6-16
Hot Weather Operation………………………………………………………………… 6-16
Noise Characteristics and Noise Reduction ………………………………………… 6-16

Rans Inc. Section 6
INTRODUCTION
SECTION 6 provides checklists and amplified (detailed) procedures for the conduct of
normal operations.
AIRSPEEDS FOR NORMAL OPERATION

The following airspeeds are based on operations at a Maximum Gross Weight of 1235
lb.
NOTE: ALL SPEEDS ARE INDICATED AIRSPEEDS (IAS)
Takeoff:
Normal Climb out ............................................. 65-70 MPH
Short Field Takeoff, flaps HALF, speed at 50 ft 55 MPH
.
Enroute Climb, Flaps UP:
Normal 70-80 MPH
Best Rate of Climb, Vy, Sea Level 67 MPH
Best Angle of Climb, Vx Sea Level 55 MPH
Landing Approach:
Normal Approach, Flaps UP 66-70 MPH
Normal Approach , Flaps FULL 64 MPH
Short Field Approach, Flaps FULL 59 MPH
Balked Landing (Missed Approach):

Maximum Power, Flaps half 55 MPH
Maximum Recommended Rough Air Penetration Speed:

90 MPH
Maximum Demonstrated Crosswind Velocity:

Takeoff 12 kts
Landing 12 kts
OPERATIONAL CHECKLISTS
PREFLIGHT INSPECTION
Visually inspect the aircraft for its general condition during the walk around.
In addition to the items listed on the preflight checklist, look for signs of visible ice if
applicable. The presence of ice on the aircraft wings and tail will adversely affect the
aircraft's performance. In all cases, remove the ice BEFORE beginning any flight

Rans Inc. Section 6
operations. Always exercise due care and good judgment. It is also recommended to
remove visible moisture (water) from at least wings and tail surfaces because of its
negative effects on performance of the aircraft.
Figure 6-1: Preflight Inspection Sequence
The entire outer surface of the AC should be inspected for damage of any kind during
the preflight inspection. This is especially important due the fact that the AC is fabric
covered.

Rans Inc. Section 6
1 Cabin
(1) Airplane Flight Manual – AVAILABLE IN CABIN
(2) Parking brake – SET
(3) Ignition switch -OFF
(4) Master switch -OFF
(5) Avionics Master - OFF
(6) Circuit Breakers - CHECK IN
(7) Fuel Selector Valve - ON
(8) Fuel Quantity Indicator –CHECK QUANTITY
(9) Throttle Lever – MOVEMENT- free
(10) Seats – ADJUST POSTION – CHECK PINS
(11) Cabin –CHECK FOR FOREIGN ARTICLES
(12) For Solo flight – SECURE rear seat belts
Check fuselage.
2 Empenage
(1) Tail brace wires and attach hardware - CHECK
(2) Horizontal stabilizer and vertical fin - CHECK
(3) Control surfaces – CHECK freedom of movement and security
(4) Tail gear and attach, cable and springs – CHECK freedom of movement
(5) Tail Tie Down – DISCONNECT
(6) Fabric(Surface)- CHECK- for rips, tears, damage
Check fuselage.
3 Left Wing- Trailing Edge

(1) Fuel quick drain valve on bottom of fuselage (behind rear seat); - DRAIN
at least a cupful of fuel (using sampler cup) to check for water, sediment
and proper fuel grade before first flight of day and after each refueling. If
water is observed, take further samples until clear, and than gently rock
the wings to move any additional contaminants to the sampling points.
Take repeated sampling from all points until no contamination is found.
(2) Fuel quick drain valve on bottom of wing; - DRAIN at least a cupful of fuel
(using sampler cup) to check for water, sediment and proper fuel grade
before first flight of day and after each refueling. If water is observed, take
further samples until clear, and than gently rock the wings to move any
additional contaminants to the sampling points. Take repeated sampling
from all points until no contamination is found
(3) Flap – CHECK security
(4) Aileron – CHECK freedom of movement and security
(5) Rear strut and jury strut attach – CHECK security, dents, nicks

Rans Inc. Section 6
4 Left Wing
(1) Wing tip – CHECK security
(2) Pitot tube – CHECK security
(3) Leading edge – CHECK condition, dents, nicks
(4) Wing Tie Down - DISCONNECT
(5) Forward lift strut and jury strut- CHECK security, dents, nicks
(6) Fuel quantity – CHECK visual for desired level
(7) Fuel filler cap – CHECK secure
(8) Main wheel tire – CHECK for proper inflation
(9) Main Wheel – CHECK security, brake
5 Nose
(1) Fuel quick drain valve on bottom of cowling (left side); - DRAIN at least a
cupful of fuel (using sampler cup) to check for water, sediment and proper
fuel grade before first flight of day and after each refueling. If water is
observed, take further samples until clear, and than gently rock the wings
to move any additional contaminants to the sampling points. Take
repeated sampling from all points until no contamination is found
(2) Engine oil dipstick/ filler cap- CHECK oil level, than check filler
cap secure. Prior to oil check turn the propeller several times by hand to
pump oil from the engine into the oil tank, or let the engine idle for 1 min.
This process is finished when air is returning back to the oil tank and can
be noticed by a murmur from the open oil tank.
WARNING –Do not stand within the arc of the propeller, check ignition
off, throttle closed and park brake set before rotating the propeller by
hand.
(3) Carburetor and air filter – CHECK security
(4) Radiator fluid over -flow bottle – CHECK fluid level
(5) Propeller and spinner – CHECK for nicks, dents and security
(6) Engine cooling air inlets and oil cooler – CHECK of obstructions
(7) Engine cooling air outlet, radiator – CHECK of obstructions
(8) Exhaust – CHECK –loose damage
6 Right Wing
(1) Main wheel tire – CHECK for proper inflation
(2) Main Wheel – CHECK security, brake
(3) Fuel quantity – CHECK visual for desired level
(4) Fuel filler cap – CHECK secure
(5) Forward lift strut and jury strut- CHECK security, dents, nicks
(6) Wing Tie Down - DISCONNECT
(7) Leading edge – CHECK condition, dents, nicks
(7) Wing tip – CHECK security
(8) Fabric (Surface)- CHECK- for rips, tears, damage

Rans Inc. Section 6
7 Right wing- Trailing Edge

(1) Aileron – CHECK freedom of movement and security
(2) Flap – CHECK security
(3) Rear strut and jury strut attach – CHECK security, dents, nicks
(4) Fuel quick drain valve on bottom of wing; - DRAIN at least a cupful of fuel
(using sampler cup) to check for water, sediment and proper fuel grade
before first flight of day and after each refueling. If water is observed, take
further samples until clear, and than gently rock the wings to move any
additional contaminants to the sampling points. Take repeated sampling
from all points until no contamination is found
BEFORE STARTING THE POWERPLANT
(1) Preflight Inspection - COMPLETE.

(2) Passenger Briefing - COMPLETE.
(3) Seat, seat belts - ADJUST and LOCK.
(4) Brakes - TEST and SET
(5) Radio, Electrical Equipment - OFF
(6) Circuit Breakers - CHECK IN
(7) Fuel Selector Valve - ON.
STARTING THE POWERPLANT
COLD START
(1) Throttle - CLOSED.

(2) Choke - ON.
(3) Master Switch - ON.
(4) Propeller Area - CLEAR
(5) Ignition Switch - START (release when engine starts).
(6) Throttle adjust – IDLE smooth – up to 2000 RPM
(7) Oil pressure - CHECK
(8) Choke – OFF
(9) Avionics master- ON.
HOT START
(1) Throttle - CLOSED.

(2) Choke - OFF.
(3) Master Switch - ON.
(4) Propeller Area - CLEAR.
(5) Ignition Switch - START (release when engine starts)
(6) Throttle adjust – IDLE smooth – up to 2500 RPM
(7) Oil pressure - CHECK
(8) Avionics master- ON.

Rans Inc. Section 6
TAXIING
(1) Brakes - CHECK.

(2) Control deflection as required for wind
BEFORE TAKEOFF
(1) Cabin Doors - CLOSED OR SECURED.

(2) Parking Brake - SET.
(3) Flight Controls - FREE and Correct.
(4) Flight Instruments - SET.
(5) Elevator Trim - SET FOR TAKEOFF (center of indicator)
(6) Fuel Selector Valve - ON
(7) Fuel Quantity - CHECK
(8) Throttle – 4000 RPM
a. Magneto - CHECK (Magneto drop should not exceed 300 RPM
on either Magneto and the differential between magneto's should
not be more than 120 RPM).
b. Engine Instruments and Voltmeter- CHECK
c. Carburetor heat – CHECK – RPM drop
(9) Throttle – IDLE – adjust friction lock
(10) Choke - OFF.
(11) Radios - SET.
(12) Fuel pump - ON
(13) Wing flaps – SET for take off
(14) Brakes - RELEASE
TAKEOFF
NORMAL TAKEOFF
(1) Flaps – UP or HALF.

(2) Carburetor heat – COLD
(3) Fuel pump - ON
(4) Throttle – SLOWLY FULL OPEN.
(5) Elevator Control - LIFT TAIL WHEEL
(6) Climb Speed – 65 - 70 MPH
SHORT FIELD TAKEOFF
(1) Flaps - HALF.

(2) Carburetor heat - COLD
(3) Fuel pump - ON
(4) Brake - APPLY.
(5) Elevator Control- FULL BACK
(6) Throttle – FULL OPEN.
(7) Brake - RELEASE.
(8) Elevator Control – LIFT TAIL WHEEL
(9) Climb Speed - 55 MPH until all obstacles are cleared.

Rans Inc. Section 6
(10) Flaps - RETRACT slowly after reaching 60 MPH.
ENROUTE CLIMB
NORMAL CLIMB
(1) Airspeed – 70-80 MPH.

NOTE:
If a maximum performance climb is necessary, use speeds shown in the
maximum rate of climb table in Section 5.
(2) Fuel pump - ON
(3) Throttle - 5800 RPM for 5 minutes, 5500 RPM continuous
CRUISE
(1) Throttle - 4500 to 5500 RPM (Maximum continuous setting).

(2) Elevator Trim - adjust.
(3) Fuel pump – OFF- monitor fuel pressure gauge
APPROACH
(1) Throttle - AS DESIRED.

(2) Engine temperatures – MONITOR
(3) Carburetor heat – FULL HEAT AS REQUIRED
BEFORE LANDING
(1) Seat, Belts, Shoulder Harness - ADJUST.

(2) Fuel pump – ON
(3) Carburetor heat – FULL HEAT AS REQUIRED
LANDING
NORMAL LANDING
(1) Airspeed (on approach) – 66-70 MPH (flaps UP).

(2) Flaps (on final) - AS REQUIRED (below 69 MPH)
(3) Airspeed (on final) - 64 MPH (with full flaps)
(4) Touchdown - MAIN WHEELS FIRST OR THREE WHEEL
(5) Landing Roll - LOWER TAIL WHEEL GENTLY (AFTER MAIN WHEEL
TOUCH DOWN).
(6) Brake - MINIMUM REQUIRED

Rans Inc. Section 6
SHORT FIELD LANDING
(1) Airspeed (approach) – 66-70 MPH (flaps UP).

(2) Flaps (on final) – FULL (below 69 MPH)
(3) Airspeed - MAINTAIN 59 MPH .
(4) Power - REDUCE to idle as obstacle is cleared
(5) Touchdown - THREE WHEEL
(6) Brake - APPLY as required
(7) Wing Flaps - RETRACT for maximum brake effectiveness
BALKED LANDING
(1) Throttle – FULL OPEN

(2) Carburetor heat – COLD
(3) Airspeed – 55 MPH
(4) Wing Flaps – RETRACT TO HALF, Slowly
(5) Airspeed – 60 MPH
(6) Wing flaps – RETRACT, Slowly
AFTER LANDING
(1) Wing Flaps - UP.

(2) Taxi - SLOWLY.
(3) Control deflections as required for wind.
(4) Carburetor Heat- OFF.
(5) Fuel pump - OFF
SECURING THE AIRCRAFT
(1) Parking Brake - SET

(2) Throttle - IDLE.
(3) Radio and Electrical Equipment - OFF
(4) Master Switch - OFF
(5) Ignition - OFF.
(6) Control Stick - SECURED
(7) Aircraft - SECURELY TIED DOWN

Rans Inc. Section 6
AMPLIFIED-PROCEDURES
PREFLIGHT INSPECTION
The importance of thorough preflight cannot be over-emphasized. Follow the

recommended preflight procedure and develop a systematic, habitual approach. The
use of good, sound, reasonable judgment in tandem with the preflight checklist is
essential. Ensure "yourself", all parts and components, and the entire aircraft are in an
airworthy condition before attempting flight. If you have any reservations, DO-NOT-FLY!
ALWAYS do your own preflight.
Refer to Figure 6-1. Starting at the nose, work around the Rans S-7LS aircraft in a
clockwise manner as illustrated.
NOTE: This suggested outline for a preflight inspection generally covers the critical
areas that MUST be checked prior to each flight. In addition, EVERY component should
be examined, properly maintained, correctly stored or transported, and inspected before
each flight to ensure structural integrity and proper flying characteristics.
BEFORE STARTING THE POWERPLANT
Adjust the pilots seat to the correct position to ensure the rudder pedals can be reached
and actuated in a comfortable manner.
Adjust the seat belts and shoulder straps to ensure all controls can be operated. MAKE
sure the seat belt buckle is securely closed. Check the fuel selector valve position.
CHECK to see the avionics switch is OFF and all circuit breakers are set.
NEVER use the brake as a parking brake with the intention of leaving the aircraft
unattended. The S-7LS is a light aircraft!
STARTING THE POWERPLANT
The powerplant starting procedure on the Rans S-7S aircraft involves only a few simple
steps. When followed correctly, the powerplant should start with a few turns of the
electric starter. The procedure for starting the powerplant when it is cold differs
somewhat from a warm engine start.
Starting the engine when it is COLD is done in the following manner. Ensure that the
Ignition Switch is OFF and the propeller area is clear (announce "CLEAR PROP").
Place the throttle lever in the IDLE position and the choke in the "ON" position. This is
accomplished by pulling the choke handle (pull and hold)
Turn the Master Switch ON. Turn the ignition switch to "START". After the engine starts,
RELEASE the ignition switch (should automatically release to the both position) and
advance the throttle slightly. After the engine has run for a short time- “CHOKE OFF”.

Rans Inc. Section 6
NOTE: For more specific information regarding powerplant operation, refer to the Rotax
Operator's Manual. The manual contains IMPORTANT safety, maintenance, and
operating information.
TAXING (Ground Handling)
The S-7LS is a tail wheel aircraft. Concentrate on taxiing till the moment you tied the
aircraft down.
When taxing, it is important that speed and use of brakes is held to a minimum and that
all controls are utilized to maintain directional control and balance as shown in Fig. 6-2.
USE UP AILERON USE UP AILERON

ON LH WING ON RH WING
AND UP ELEVATOR AND UP ELEVATOR
USE DOWN AILERON USE DOWN AILERON

ON LH WING ON RH WING
AND DOWN ELEVATOR AND DOWN ELEVATOR
Figure 6-2. Taxiing Diagram
The arrows identify the wind direction. It is very important to hold the controls as
described, even when the aircraft is not moving.

Rans Inc. Section 6
When taxing in strong crosswinds a little extra throttle will help the aircraft turn due to the
increased airflow over the rudder. Caution should be used not to use excessive throttle,
sudden throttle movements or excessive braking.
The S-7LS is equipped with a steerable full swivel tail wheel.
To taxi very small radius turns, push the desired rudder pedal and the brake pedal in the
same direction. This will disengage the steering cam and will allow the tail wheel to
swivel 360 degree. To reengage use opposite rudder and brake to stop turn and roll a
few feet straight forward.
BEFORE TAKEOFF
Warm the engine up.

Be careful about parking and taxing with tailwinds as this can reduce the airflow over the
radiator causing the engine to overheat.
Select an area that is clear of persons and property that could be adversely affected by
the propeller and propeller blast. The area should be free of debris that could damage
the propeller. If you are operating around other aircraft, ensure you are clear of runway
and taxiway areas.
Move the control stick and rudder pedals to full deflection in all directions. Ensure that
they move freely. Inspect all flight control surfaces and ensure that they respond in the
correct corresponding directions to the control stick and rudder pedal movements.
The ignition system or "mag" check should be made by running the engine up to 4000 to
4500 RPM as follows. Turn the ignition switch first to the "R" position and note the RPM.
Next move the switch back to "BOTH" to clear the other set of plugs. Then move the
switch to the "L" position, note the RPM then return the switch to the "BOTH" position.
You should observe a slight drop (approximately 100 RPM) in RPM but NO MORE than
300 RPM for either the "L" or "R" position or a differential of 120 RPM between
Magnetos. The flaps should be moved from FULL UP to FULL DOWN, stopping at each
flap setting. Ensure that the flap selector handle seats securely at each setting and
visually verify that each flap moves to the correct corresponding position. Set the trim
Indicator to middle position.
TAKEOFF
Power Check and Takeoff Roll
Prior to commencing the takeoff roll, align the aircraft in the intended direction of takeoff
and allow it to roll forward a few feet to straighten tail wheel and to assure the steer-cam
is engaged -before applying full power. This prevents possible harmful side-loading of
the tail wheel. When full power is applied, immediately verify that proper takeoff thrust is
created. Also feel for any abnormal vibrations and listen for any abnormal noises.
Note: The hard rubber tail wheel will transmit some noises in the cabin. If you suspect
any problem at all, discontinue the takeoff run.

Rans Inc. Section 6
If the takeoff is being made over loose impediments, advance the throttle slowly. This
will allow the aircraft to be well into the takeoff roll before high propeller RPM's are
reached, and decreases the possibility of propeller damage. The rate the throttle is
advanced must be dictated by the available runway and obstructions in the departure
path.
Flap Settings
Normal takeoffs are accomplished with flaps up or half. Using half flaps reduces the
ground roll and the total distance to clear an obstacle.
If half flaps are used for takeoff, they should be left in that position until all obstacles are
cleared and a flap retraction speed of 60 MPH, and minimum altitude of 100 feet AGL, is
reached.
The pilot must always be prepared for an engine/power system failure and
ensure there is always sufficient altitude, airspeed, and a suitable landing site to
perform an "Emergency Landing Without Power".
Short Field Takeoff
Short field takeoffs are performed with half flaps. An obstacle clearance speed of 55
MPH should be used.
Crosswind Takeoff
Takeoffs in crosswinds of 5-15 MPH (4-12 kts) normally are performed with the minimum
flap setting necessary for the field length in order to minimize the drift angle immediately
after liftoff. The aircraft is accelerated to a speed slightly higher than normal, then pulled
off a bit more abruptly than normal to prevent possible settling back to the runway while
drifting. When clear of the ground, neutralize controls as required for coordinated flight
and turn the airplane into the wind to correct for drift. At the beginning of the takeoff roll,
it is advisable to apply aileron control into the wind.
ENROUTE CLIMB
A normal enroute climb is performed at 65-80 MPH with flaps up. Operation above 5500
RPM is limited to 5 minutes. Monitor engine temperatures and adjust climb speed as
required. A higher climb speed will provide better engine cooling.
CRUISE
Normal cruise is performed between 4500 RPM and 5500 RPM. The fuel consumption,
speed, and range will vary according to the particular power setting selected. A good
number for your cross- country planning is 2.65 hrs (2 hrs and 40 minutes) endurance
plus 30 min reserve.
In your cross country planning always consider that the weather and wind can change.
Plan accordingly and leave yourself room for alternate procedures.

Rans Inc. Section 6
STALLS
The stall characteristics of the S-7LS aircraft are conventional. Use slow deceleration.
The position and feel of the flight controls can be used as an indication of an impending
stall. The control stick will be aft of its normal flight position and the aircraft will feel
"mushy". A stall can be terminated by smoothly moving the control stick forward far
enough to allow the aircraft to accelerate to normal flight speed.
Power-off stall speeds at maximum weight for forward CG positions are presented in
Section 4.
APPROACH
It is recommended to plan your prolonged descents from high altitudes to allow for small
reductions in power every two to five minutes. This will enhance the life of the engine.
Airspeed should be controlled with angle of descent and power. Avoid prolonged
descents at low power settings.
LANDING
Normal Landing
Flap position selection for approach and landing should be determined by considering
height of obstructions on the approach, wind direction and velocity, and usable runway
length. Touchdown on two- or three wheels as desired. If touched down on two wheels
lower tail wheel gently.
Short Field Landing
Use 59 MPH on short final (with full flaps) and power as required to control the approach
angle. Touch down on the main wheels, or all wheels as desired. Immediately after
touchdown lower the tail wheel to the ground and apply braking as required. Hold control
stick back and retract flaps.
Crosswind Landing
When landing in a crosswind, use a 0 degree flap setting unless flaps are required for
the field length. The wing-low method should be used during approach and touchdown
since it will provide the best directional control. This method, when done correctly, will
prevent side-loads from being imposed on the landing gear. Continue to hold the
ailerons into the wind.
EXAMPLE: When landing with a crosswind from right, place the control stick to the right
as required.

Rans Inc. Section 6
SECURING THE AIRCRAFT
If the aircraft must be left unattended outdoors, always secure it with tie-downs. The
type of tie-downs used is a matter of personal choice. A good "rule-of-thumb" is to
ensure that what you secure the aircraft to (and with) will restrain at least 1235 lbs at
each tie-down location. Secure the controls in the cockpit and use the following tie down
points:
• Tail gear
• Left forward wing strut (top- closed to wing attach)
• Right forward wing strut (top-closed to wing attach)
If strong winds or gusts are advised seek shelter for the AC.
HOT WEATHER OPERATION
Avoid prolonged engine operation on the ground.
NOISE CHARAKTERISTICS
AND NOISE REDUCTION
The certificated noise level for the S-7LS aircraft at 1200 pounds is 70.24 dB(A). No
determination has been made that the noise levels of this airplane are or should be
acceptable or unacceptable for operation at, into, or out of, any airport.

Rans Inc. Section 7
Model S-7LS COURIER Aircraft Ground Handling and Servicing
SECTION 7
AIRCRAFT GROUND HANDLING AND
SERVICING
TABLE OF CONTENTS
Page
Ground Handling ………………………………………………………………………. 7-2
Towing and Tie- Down Instructions ………………………………………………… 7-2
Servicing with Fuel ……………………………………………………………………. 7-2
Servicing with Oil ………………………………………………………………………. 7-3
Servicing with coolant …………………………………………………………………. 7-3
Aircraft Care ……………………………………………………………………………. 7-3
Introduction……………………………………………………………………………… 7-3
Windshield and Windows ……………………………………………………. 7-4
Painted Surfaces ……………………………………………………………… 7-4
Interior Care ……………………………………………………………………. 7-4

Rans Inc. Section 7
GROUND HANDLING
On the ground the aircraft is most easily maneuvered by hand using the handles on the
leading edge of the horizontal stabilizer. The aircraft has a 360 degree full swivel tail
wheel, which is connected to the rudder by a centering cam. You can disengage the tail
wheel through pushing sideways on the rear fuselage (using the handles on the
horizontal stabilator’s) and allow it to swivel freely in any direction. This will help you to
maneuver the aircraft in tight spaces.
TOWING AND TIE – DOWN INSTRUCTIONS

There are no provisions for towing of the S-7LS Aircraft on the airframe.
If the aircraft must be left unattended outdoors, always secure it with tie-downs. The
type of tie-downs used is a matter of personal choice. A good "rule-of-thumb" is to
ensure that what you secure the aircraft to (and with) will restrain at least 1235 lbs at
each tie-down location. Secure the controls in the cockpit using the seat belts and use
the following tie down points:
• Tail gear
• Left forward wing strut (top- closed to wing attach)
• Right forward wing strut (top-closed to wing attach)
If strong winds or gusts are advised seek shelter for the AC.
SERVICING WITH FUEL
The S-7LS retains fuel in two wing mounted fuel tanks with each 9 gallons capacity.
Reference Section 1 for a description of the system and Section 2 for approved
Fuel grades.
For additional information refer to ROTAX Operators - and Maintenance Manual.
►NOTE: Due to cross feeding between fuel tanks, the tanks should be re- topped after
each refueling to assure maximum capacity.
Visual inspect the fuel level through the filler neck opening.
Pay special attention during refueling to avoid fuel spills onto the lexan windshield or
doors.
It is therefore best, to refuel the airplane with its doors closed and to have a towel handy
to remove fuel immediately. Rinse window surfaces immediately off with plenty of water
should they come in contact with fuel.

Rans Inc. Section 7
SERVICING WITH OIL
The engine oil is contained inside the oil bottle which is mounted firewall forward.
Oil quantity is 3 qts.
Reference Section 1 for a description of the system and approved oil grades.
For additional information refer to ROTAX Operators - and Maintenance Manual.
Visual inspect the oil level using the dipstick in the top of the oil bottle. The top cowling is
equipped with an oil door to allow for access.
Prior to oil check turn the propeller several times by hand to pump oil from the engine
into the oil tank, or let the engine idle for 1 min. This process is finished when air is
returning back to the oil tank and can be noticed by a murmur from the open oil tank.
WARNING –Do not stand within the arc of the propeller, check ignition
off, throttle closed and park brake set before rotating the propeller by
hand.
SERVICING WITH COOLANT
Check the coolant level inside the coolant expansion bottle.

The bottle is located on the left side of the firewall.
Inspection is possible using a flash light via the oil door on the top cowling.
Remove the top cowling if required for a thorough inspection.
For filling - the top cowling must be removed.
Fluid is added to the expansion bottle to just above the minimum fluid mark. Use a long
funnel to fill the system.
For approved coolant fluids and additional information about the system refer to ROTAX
Operators – and Maintenance Manual.
AIRCRAFT CARE
INTRODUCTION
If your airplane is to retain that new airplane performance and dependability, certain
inspection and maintenance requirements must be followed. It is recommended to follow
a planned schedule of lubrication and preventive maintenance based on the climatic and
flying conditions encountered.

Rans Inc. Section 7
WINDSHIELD AND WINDOWS

The windshield and windows are made from lexan. Do not bring in contact with fuel.
Fuel will harm these surfaces almost immediately. If fuel is spilled accidentally wipe
off with lots of water.
Always close the doors when you refuel the AC. Otherwise it is possible, that spelled
fuel runs around the wing trailing edge and drops on the open door.
Clean the windshield with plenty of water and if you need to, with a mild detergent in low
concentration. Rinse thoroughly and dry with a clean soft cloth or tow.
We recommend “Brillianize” for windshield care. Brillianize is available through the
factory.
Note:
Never use gasoline, benzine, alcohol, acetone, thinner or glass cleaner on lexan
surfaces (windows).
PAINTED SURFACES
The painted exterior surfaces of your S-7LS aircraft have a durable and long lasting
finish.
No polishing of buffing will be required under normal conditions.
It is recommended to keep your aircraft out of the sun as much as possible.

If you keep your aircraft outside it is recommended to wax the exterior surface.
It is also recommended to clean the exterior surface of your airplane on a regularly base.
This can also be accomplished with “Brillianize”. It is possible to wash the airplane
carefully with water and a mild soap, followed by a rinse with water and drying with
clothes.
INTERIOR CARE
Use a vacuum cleaner to remove dust and loose dirt from the interior and upholstery.
Household spot removers or upholstery cleaner may also be used for the seat
upholstery. Always test it on an obscure place on the fabric to be cleaned.
The plastic baggage enclosure can be cleaned with a damp cloth and an automotive
plastic interior care.
The instrument panel, control knobs need only be wiped of with a damp cloth.

Rans Inc. Section 8
Model S-7LS COURIER Required Placards and Markings
SECTION 8
REQUIRED PLACARDS AND MARKINGS
TABLE OF CONTENTS
Page
Airspeed Indicator Markings ………………………………………………………….. 8-2

Powerplant Instrument Markings ……………………………………………………... 8-2
Placards ………………………………………………………………………………….. 8-3
REVISION - A May 8, 2007 8- 1

Rans Inc. Section 8
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code meanings are shown in Table 8-1.
Marking IAS Value or Meaning

Range(mph)
White Arc 45 - 69 Full Flap Operating Range. Lower limit is maximum weight
stalling speed in landing configuration. Upper limit is
maximum speed permissible with flaps extended.
Green Arc 50 - 97 Normal Operating Range. Lower limit is maximum weight
VS at most forward CG with flaps retracted. Upper limit is
maximum structural cruising speed.
Marking IAS Value or Meaning
Range(mph)
Yellow Arc 97 - 128 Operation must be conducted with caution and in smooth
air only.
Red Line 128 Maximum speed for all operations
Table 8-1: Airspeed Indicator Markings
POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings and their color code meanings are shown in Table 8-2.
Instrument Red Line Green Arc Yellow Arc Red Line
Minimum Normal Caution Area Maximum

Limit Operating Limit
Tachometer 1400 – 5500 RPM 5500 – 5800 RPM 5800 RPM
Cylinder Head 275 ° F
Temperature
Oil 120° F 190° –230° F 230° - 266° F 266°
Temperature
Oil Pressure 12 PSI 29 – 73 PSI 100 PSI
Table 8-2: Power plant instrument Markings

Rans Inc. Section 8
PLACARDS
The following labels and placards contain important information needed for proper
operation of the RANS S-7LS aircraft and must be displayed in the location described in
this section.
All placards are available through Rans Inc. Refer to your parts manual.
The numbers correspond to the labels shown at the following pages.
1. In full view on top of knobs of forward and rear throttle lever.
2. At the right top of the carburetor heat control.
3. Aft fuselage enclosure (cabin).
4. In full view of the pilot on the instrument panel.
5. Aft fuselage enclosure (cabin).
6. Right door besides door lock (lever).
7. Left door besides door lock (lever).
8. On floor board besides the fuel shut off valve.
9. Right wing root enclosure in clear view from the pilot seat.
10. Inside of oil check door (cowling).
11. Around both filler necks of fuel tanks.
12. On both door top longerons in view of pilot.
13. On left and right fuel side gauge. For placement instructions refer to
Maintenance Manual.
14. Below circuit breaker at instrument panel
15. Below corresponding switches at instrument panel
16. Between emergency plug ins at instrument panel
17. On front face of oil temperature gauge
18. On front face of oil pressure gauge

Rans Inc. Section 8
19. On front face of CHT gauge
20. Besides ELT remote control on instrument panel
21. All range markings on instrument front face as shown
22. Passenger Warning on lower left side of instrument panel.
“THIS AIRCRAFT WAS MANUFACTURED IN ACCORDANCE WITH
LIGHT SPORT AIRCRAFT AIRWORTHINESS STANDARDS AND DOES
NOT CONFORM TO STANDARD CATEGORY AIRWORTHINESS
REQUIREMENTS”
23. Placard “LIGHT SPORT” IN 2” letters at inside of left and right cabin door.

Rans Inc. Section 8
CARB HEAT
OPEN
2 PULL ON
3 WARNING
THROTTLE 1
SOLO FLIGHT FROM
FRONT SEAT ONLY
SPINS PROHIBITED 4
BAGGAGE 50 lb. MAXIMUM 5
FUEL VALVE
6
OPEN
FUEL TANK CAPACITY
OFF
9.0 GALLONS US EACH WING
TOTAL OF 18 GALLONS 7
APPROVED FUEL
AUTOMOTIVE GASOLINE TO ASTM 4814 ON OPEN
MINIMUM AKI (ANTI KNOCK INDEX[R+M]/2 )
OF 91 9
NO ALCOHOL CONTENTS ALLOWED
OR
AVIATION GASOLINE 100LL GRADE 8
AVIATION FUEL (BLUE)
FOR ADDITIONAL INFORMATION
SEE ENGINE OPERATORS MANUAL
WARNING: 11
SEE MAINTENANCE MANUAL FOR SPECIFIC
MAINTENANCE INSTRUCTIONS WHEN USING
AVIATION FUEL
SERVICE ENGINE OIL & 10

COOLANT IN ACCORDANCE
WITH ENGINE OPERATION MANUAL
CHECK FLUID LEVEL DURING PREFLIGHT
INSPECTION
12
ONE DOOR OPEN IN FLIGHT ONLY. OPEN AT OR BELOW 60 MPH. DO NOT EXCEED 100 MPH.

Rans Inc. Section 8
Model S-7S COURIER Required Placards and Markings
ENG. INSTR. TRIM STARTER REGULATOR REG.

OUTPUT
1 1
14 ON ON ON
21
13 INTERCOM TRANSPO. RADIO/GPS AVIONICS FUEL MASTER
3/4 3/4 15 MASTER PUMP
1/2 1/2
EMRG. COM
1/4
16
1/4
17 18 19 20
0 0
OIL TEMP. OIL PRESS. CHT ELT

Rans Inc. Section 9
Model S-7LS COURIER Supplementary Information
SECTION 9
SUPPLEMENTARY INFORMATION
TABLE OF CONTENTS
Page
Familiarization Flight Procedures ……………………………………………………... 9-3

Pilot Operating Advisories………………………………………………………………. 9-4
Revision - A May 8, 2007 9- 1

Rans Inc. Section 9
Model S-7LS COURIER Supplementary Information
FAMILIARIZATION FLIGHT PROCEDURES
The pilot should familiarize himself thoroughly with this Manual, ROTAX Engine
Operators Manual, applicable Aviation Regulations and the aircraft itself, before any solo
flight is attempted.
Scope and detail of a familiarization flight will depend on level of experience and
currency of the pilot.
Any familiarization flight shall include at least all Normal Procedures including a preflight
inspection as per Section 6 of this Manual.
It is also recommended, to perform slow flight, power off stalls in clean and flapped
configuration.
All emergency procedures as per Section 5 of this Manual, including recovery from a
spiral dive or spin shall get at least reviewed.
For pilots with little or no experience in light aircraft, additional the special characteristics
of such shall be reviewed.
PILOT OPERATING ADVISORIES
The S-7LS shall only be operated by pilots with proper tailwheel training.
It is recommended to carry weight in the baggage compartment (up to the max loading
of 50 lb) if the airplane is occupied solo and is operated in windy conditions.
The ground handling will be improved.
This is especially advisable if the front seat is loaded heavy (solo).
The S-7LS is a tailwheel airplane and requires as such special attention on the ground.
Always deflect the controls as required in windy conditions. Refer also to Section 6 for
more information on control deflections.
The S-7S is equipped with brakes on the rear rudder pedals also. Always brief the
passenger in the rear seat to remove their feet from the pedals at least for take off and
landing.
Additional passenger briefings are recommended as required.
Should a door open in flight, fly the airplane first, before you attempt to do anything. The
S-7LS handles well with one or even two door’s open. Bring the airplane in horizontal
level flight and slow it down to about 60 mph. Kick the rudder opposite the open door,
the door will come down, reach for the door handle, and lock the door.
Revision - A May 8, 2007 9- 2

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S-7LS COURIER

LIGHT SPORT AIRCRAFT

PILOT OPERATING HANDBOOK

GENERAL INFORMATION …………………………………… 1

WEIGHT AND BALANCE INFORMATION …………………… 3

EMERGENCY PROCEDURES ………………………………… 5

NORMAL PROCEDURES ……………………………………… 6

AIRCRAFT GROUND HANDLING AND SERVICING … 7

REQUIRED PLACARDS AND MARKINGS …………………. 8

SUPPLEMENTARY INFORMATION……… …………………. 9

Original Issue March 3, 2005 ii

Three View………………………………………………………………………………. 1-3

Revision - B May 8, 2007 1- 1

Operating Weights and Loadings ………………………………………………….. 1-16

Revision - B May 8, 2007 1- 2

Revision - B May 8, 2007 1- 3

This handbook contains 8 sections.

Section 1 provides general information and system descriptions.

AIRPLANE AND SYSTEMS DESCRIPTIONS

The tail assembly consists of a conventional vertical stabilizer, horizontal stabilizer,

Revision - B May 8, 2007 1- 4

TRIM CONTROL SYSTEM

The AC has an in flight elevator trim system.

WING FLAP SYSTEM

The AC is flown from the front seat if solo.

Revision - B May 8, 2007 1- 5

SEAT BELTS AND SHOULDER HARNESSES

CARBURETORS AND FUEL PUMPS

Revision - B May 8, 2007 1- 6

►CAUTION: Do not use aircraft engine oil

Total Oil Capacity: 6.4 liq pt ; minimum 4.2 liq pt.

LIQUID COOLING SYSTEM

Coolant capacity: 2.5 qt.

For additional information refer to ROTAX- Operators and Maintenance Manual.

Revision - B May 8, 2007 1- 7

Figure 1-1. Carburetor Heat

Figure 1-2. Carburetor Heat Exchanger

Revision - B May 8, 2007 1- 8

Figure 1-3. Carburetor Heat Valve

Revision - B May 8, 2007 1- 9

Propeller Manufacturer: Sensenich wood propeller Inc.

Optional a 2 blade ground adjustable carbon propeller is installed (Sensenich).

Revision - B May 8, 2007 1- 10

Figure 1-4.Fuel system Airframe

Revision - B May 8, 2007 1- 11

Figure 1-5 Fuel System Engine

The system also incorporates a panel mounted fuel pressure gauge

Revision - B May 8, 2007 1- 12

Fuel Grade: unleaded automotive (ASTM D 4814) gasoline with

►ATTENTION: If engine is mainly run on AVGAS

►NOTE: Due to cross feeding between fuel tanks,

Revision - B May 8, 2007 1- 13

The S-7LS electrical system is a 12-volt negative ground system. An integral AC

PITOT AND STATIC SYSTEM

Revision - B May 8, 2007 1- 14

INTERCOM TRANSPO. RADIO/GPS AVIONICS FUEL MASTER

1 Engine Choke Control 17 Outside Air Temperature Gauge

Figure 1- 6 Instrument Panel

Revision - B May 8, 2007 1- 15