Rans S-Series (S-6 / S-7 / S-19 / S-20 / S-21)

Rans Designs of Hays, Kansas, is one of America's longest-running kit aircraft manufacturers, founded in 1974 by Randy Schlitter — the company name a portmanteau of his first and last names. After early success with sail trikes, Schlitter pivoted to aircraft with the single-seat S-4 Coyote in 1983. The S-6 Coyote II debuted in 1988 and became one of the best-selling amateur-built designs in history, with more than 2,000 iterations exported to 50 countries. By the mid-2010s Rans had streamlined its lineup to focus on the light-sport market, and as of 2026 the active aircraft models are the S-7 Courier, S-19 Venterra, S-20 Raven, and S-21 Outbound, with the S-6 Coyote II out of active production but with a large active fleet.

All Rans aircraft are built in Hays, Kansas, using either welded 4130 chromoly steel tube structures with aluminum and fabric covering (S-6, S-7, S-20) or all-aluminum semi-monocoque construction (S-19, S-21). Every model is available as an Experimental Amateur-Built (E-AB) kit; some models are also certified as Special Light-Sport Aircraft (S-LSA) in factory-built form. The common thread across the family is Rotax 912-series engines, economical operating costs, outstanding visibility, and low stall speeds that make them excellent backcountry and sport-flying platforms.

Rans claims to have delivered approximately 7,000 aircraft over four decades. The S-7 Courier and S-20 Raven are the most commonly encountered models in the US used market today. The S-21 Outbound — an all-aluminum STOL platform that can be optioned with a Continental Titan X-340 (180 hp) — has rapidly become the company's flagship and is MOSAIC-ready at 1,800 lb gross weight. See mosaic for how the 2025 FAA MOSAIC final rule affects these aircraft.

---

Key model notes:

• S-6 Coyote II: The original mass-market Rans design. The ES variant added extended span for better low-speed handling. The S-6LS was SLSA certified December 23, 2008, but the SLSA line was discontinued by 2012; the fleet is now entirely E-AB/ELSA. Gross weight varies by sub-variant: early S-6ES at 930–1,100 lb; S-6LS at 1,252 lb.
• S-7 Courier: Named after the Helio Courier that Schlitter admired. Tandem two-seat, 30-inch-wide cockpit, exceptional visibility; designed from the outset for off-airport operations. Stretched fuselage (post-mid-1990s kits) improved stability and elevator authority. More than 900 kits sold; 600+ flying.
• S-19 Venterra: Only low-wing model in the family. Aluminum stressed-skin construction, wider cabin than the tube-and-fabric siblings. First flew June 28, 2007. Compatible with Jabiru 3300 (120 hp) in E-AB form.
• S-20 Raven: Introduced at AirVenture 2013. Side-by-side seating, wide 46-inch cabin, bowed-out doors, optional taildragger or tricycle gear. SLSA approved March 2016 (SLSA #137). Power range 100–160 hp in E-AB. Very low stall speeds; 9.4:1 glide ratio.
• S-21 Outbound: All-metal replacement for the S-20 with ~70 lb more empty weight but approximately half the build time (~500 hours vs. ~900 for the S-20). SLSA approved March 2018 (Rotax 912ULS). Titan X-340 option in E-AB delivers 180 hp and 135-knot cruise. Airframe rated to 1,800 lb gross — currently limited to 1,320 lb in LSA mode, but positioned as MOSAIC-ready for operation at full 1,800 lb once the new LSA weight rules take full effect in 2026.

---

S-6 Coyote II (Rotax 912ULS): Real-world cruise of 100 knots is achievable but the S-6ES is optimized for economy — pilots commonly cruise at 90 mph to burn 4.0–4.5 gph. The short-field numbers are exceptional: takeoff rolls under 200 feet are reported in calm, sea-level conditions. VNE is 120 mph (104 KIAS) in the ES variant. Service ceiling with the 912 is around 17,000 ft. The wide-span ES wing provides very gentle stall characteristics.

S-7 Courier (Rotax 912ULS): Published cruise is 110 mph TAS (~96 KTAS); typical real-world at economy power is 91–95 knots burning 3.4–4.5 gph on mogas. Stall with full flaps is approximately 33 mph (~29 KIAS). Takeoff and landing rolls of 325–340 feet make the S-7S competitive with certified STOL aircraft at a fraction of the cost. Vortex generators (factory-endorsed) reduce stall speed to as low as 21 KIAS and transform the stall break into a gentle mush — standard fitment on most backcountry builds. The light wing loading (~8.9 lb/sq ft) means the S-7 requires care in crosswinds; pilots should exercise caution above 10–12 knots crosswind.

S-19 Venterra (Rotax 912ULS): The low-wing configuration and aluminum structure deliver noticeably better cruise than the fabric tube models — 128 mph (~111 KTAS) at economy settings. Published VNE is 124 KIAS; VNO is 109 KTAS. Rate of climb is 900 fpm at gross. Real-world cruise tests documented 134 mph at 5.5 gph and 126 mph at 4.0 gph. Service ceiling is 14,500 ft. Builders using the Jabiru 3300 (120 hp) or Rotax 914 (turbocharged, 115 hp) report cruise speeds exceeding 140 mph TAS at altitude.

S-20 Raven (Rotax 912ULS): Book cruise is 112 mph (~97 KTAS); in-flight testing at 5,000 ft and 5,400 rpm typically yields ~100 knots GPS. Stall with flaps is approximately 33 mph (~29 KIAS) — among the lowest in the class. VNE is 113 KIAS. The 9.4:1 glide ratio and slow stall make the Raven forgiving in the pattern. Service ceiling 14,500 ft. The 152 sq ft wing area at 1,320 lb gross gives a wing loading of 8.6 lb/sq ft — light enough for excellent short-field performance but again moderate crosswind sensitivity.

S-21 Outbound (Rotax 912ULS vs. Titan X-340): The Rotax version cruises ~100–104 knots and climbs at 850 fpm. Stall clean is ~40 KIAS; stall with flaps is ~33 KIAS. Takeoff roll with Rotax is approximately 325 feet. The Titan X-340 version transforms the aircraft: cruise jumps to 135 knots, climb improves to 1,500 fpm, and takeoff roll stays around 380 feet (heavier engine offsets power gains on takeoff). Both variants achieve short-field landings in approximately 325–400 feet. At the future MOSAIC-enabled 1,800 lb gross, useful load expands to ~815 lb — a genuine four-occupant load for a light aircraft.

Density altitude sensitivity: All Rotax 912-powered Rans aircraft lose performance at altitude proportionally. At 5,000 ft density altitude, expect 15–20% degradation in climb rate. The Titan X-340 variant is less affected due to higher power reserve. Operators in high-elevation states (Colorado, Montana) frequently choose the Titan or the turbo Rotax 914 option.

---

S-20LS Raven (Rotax 912ULS, 26 gal, 1,320 lb gross)

Observation: The S-20's 580 lb useful load at 1,320 lb gross is typical of Rotax LSA aircraft. Two average adults (170 lb each) with full fuel leaves 84 lb for baggage — functional but tight. Two heavier occupants (200 lb each) reduce baggage to 24 lb. The aircraft is not well-suited to heavy loads; this is a light-touring and sport machine, not a hauler.

S-21 Outbound Titan (X-340 180 hp, 45 gal, 1,800 lb gross E-AB)

Observation: At 1,800 lb gross (MOSAIC-enabled), the Titan S-21 dramatically outperforms the LSA-limited version: 815 lb useful load allows two 200 lb pilots, full 45-gallon tanks, and 145 lb of baggage simultaneously. At 135-knot cruise, this makes the S-21 a genuine light cross-country machine. In its current 1,320 lb LSA mode, the Rotax version has the same useful load as the S-20 Raven at a higher acquisition cost — the case for the LSA S-21 is more about build quality, durability, and resale value than payload advantage.

S-7S Courier (Rotax 912ULS, 26 gal, 1,320 lb gross)

Observation: At 588 lb useful load and 26 gallons, the S-7S is nearly identical to the S-20 Raven in payload-range terms. The critical difference is mission profile: the S-7's STOL capability and visibility make the short-hop / backcountry scenario its home ground, where range matters less than field performance.

---

All Rans models have custom blank panels that builders configure freely in E-AB form. Factory SLSA builds ship with analog day-VFR instruments as standard; digital glass options are available at extra cost.

Typical budget VFR build (~$4,000–$8,000 avionics):

• MGL iEFIS Lite or Stratomaster Enigma (EFIS + engine monitoring in one unit)
• MGL V6 comm radio
• Trig TT22 Mode-S transponder with ADS-B Out
• Compass, altimeter, ASI as analog backup

Mid-level glass build (~$10,000–$18,000 avionics):

• Dynon SkyView HDX 7-inch (EFIS + EMS + moving map)
• Dynon D3 backup instrument
• Garmin GTX 345 ADS-B In/Out transponder
• Garmin aera 660 portable GPS or Garmin GTN 650Xi for navigation
• PS Engineering PM1000II intercom

Top-tier S-21 build (~$25,000–$40,000 avionics):

• Dual Garmin G3X Touch 10-inch displays (as seen on 2025 factory S-21 builds)
• Garmin GTX 375 transponder (ADS-B In/Out)
• Garmin GFC 507 AFCS autopilot (wing-leveler to full EFIS-coupled)
• Garmin G5 standby
• Garmin GTR 225 comm or GTN 650Xi

The S-21's larger instrument panel accommodates larger displays more easily than the S-20's tighter panel. The S-19 Venterra has a conventional low-wing instrument panel that accepts standard certified and experimental avionics.

For pricing guidance, see avionics-pricing.

IFR note: No Rans S-series model is certificated or typically equipped for IFR. The S-LSA rules prohibit flight in IMC. E-AB builders can technically equip for IFR, but without type-certificated avionics, instrument currency, and appropriate training, this is not a practical path.

---

All Rans aircraft are either E-AB (no STC system applies — builders modify freely within the operating limitations) or S-LSA (major modifications require manufacturer involvement). The following are common, well-documented modifications:

Vortex Generators (S-6, S-7, S-20): Factory-endorsed VG kits dramatically reduce stall speed. On the S-7S, VGs reduce the stall break to a gentle mush at ~21 KIAS vs. the stock ~29 KIAS. Tail VGs also sharpen elevator authority. Install cost is minimal (DIY with kit); most serious backcountry S-7s have VGs. Spacing per factory guidance: 9 cm inner wing, 6 cm outer, 3 cm underside of horizontal stabilizer.

Engine upgrades (E-AB only):

• Rotax 914 turbocharged (115 hp): ~$31,700; adds significant altitude performance and cruise speed (130–140 mph TAS at altitude). Factory firewall-forward kit available.
• ULPower UL350iS (130 hp): Approved for S-20 Raven E-AB; adds ~$8,000 over Rotax price but provides fuel injection and improved high-altitude performance.
• Continental Titan X-340 (180 hp): S-21 only; transforms the aircraft into a 135-knot cruiser with 1,500 fpm climb. Approximately $48,000 for the engine; total installed FWF cost roughly $55,000–$60,000.
• Jabiru 3300 (120 hp): Used in some S-19 E-AB builds; Jabiru North America offers a dedicated FWF kit. Improves climb to ~1,100 fpm.

Oversize tires (S-7, S-20, S-21): 26-inch Goodyear smooth tires or Alaskan Bushwheel 26-inch tundra tires are common. These add approximately 15–20 lb but provide excellent off-airport capability. The S-21 is factory-optioned with 26-inch Alaskan Bush tires.

Float installations (S-7, S-6): The S-7 is float-certified by several amphibious float manufacturers. A 2007 S-7 Amphibious was listed at $119,900 on the used market. Float-equipped S-7s are popular in the Pacific Northwest and Canada.

Ski installations (S-7): Wheel-ski combos widely used; documentation and instructions available through the RANS community (ransclan.com).

Aileron spades removal (S-7): Older S-7 kits used control spades on the ailerons to reduce stick forces. Factory redesigned the ailerons by 2015 to eliminate spades; retrofit kits available.

---

See maintenance-ecosystem for broader context on experimental/LSA support infrastructure.

Annual/condition inspection: E-AB aircraft require annual condition inspections; these can be performed by any A&P (not requiring an IA), or by the builder himself if he holds repairman certification (EAB repairman certificate). Typical cost: $500–$1,500 labor depending on region and shop familiarity. S-LSA aircraft require maintenance per the manufacturer's maintenance manual; an S-LSA repairman certificate (or A&P) is required.

Rotax 912 support: Excellent national network of Rotax-authorized service centers. Key shops:

• Lockwood Aviation, Sebring, FL (flat-rates 100-hour inspection at $450)
• California Power Systems, Corona, CA
• South Mississippi Light Aircraft, Lucedale, MS The five-year rubber replacement (hoses, gaskets, o-rings) runs $2,500–$4,000 and is mandatory regardless of hours. Gearbox inspection at 600 hours; overhaul $450–$850. Full TBO overhaul at 2,000 hours: approximately $12,000–$12,500.

Two-stroke engines (503/582, legacy fleet): TBO 300 hours; overhaul $2,000–$4,000. Parts availability is decreasing; Rotax discontinued the 582 two-stroke. Plan for eventual 912 re-engine if purchasing a two-stroke Rans.

Continental Titan X-340 support: Titan engines are built by Continental Aerospace Technologies (formerly Teledyne Continental). TBO is 2,000–2,400 hours (ASTM). Support through Continental dealers. Overhaul cost not publicly published but estimated at $20,000–$25,000 based on comparable 4-cylinder Continental overhauls.

Fabric covering: Requires specialized fabric A&P or IA for inspection. Full recover of an S-7 or S-20 costs $8,000–$20,000. Plan for recovering every 15–20 years in temperate climates; less in high-UV or humid environments.

Parts availability: Rans stocks spares for all current models and maintains some legacy parts. The large S-6 and S-7 fleet means structural components are frequently available on the secondary market (ransclan.com, barnstormers.com). Rotax parts are universally available. Steel tube fuselage welding repairs can be done by any competent welder with aviation experience — aluminum S-21/S-19 repair requires aircraft-grade aluminum shop.

Builder community: The RANS CLAN forum (ransclan.com) is the primary owner/builder community. Active Facebook groups for S-7 and S-21. RANS directly supports builders via factory in Hays, KS.

Estimated annual operating costs (S-20LS, Rotax 912ULS, 100 hrs/yr):

---

See valuation-methodology for general methodology. Key value drivers in the Rans S-series:

Engine configuration is the primary driver:

• Rotax 503/582 (two-stroke): Significant value discount; two-stroke TBO is 300 hours, parts increasingly scarce. A freshly overhauled 582 adds modest value; a mid-time 503 is a liability.
• Rotax 912UL (80 hp): Adequate for S-6 and S-7; commands a discount vs. 912ULS (~$3,000–$5,000).
• Rotax 912ULS (100 hp): The target engine for all current models. Time since overhaul (TSOH) is the primary variable — at TBO the engine is worth $3,000–$5,000 (overhaul candidate); fresh factory remanufacture or new engine adds $14,000–$18,000 to value.
• Rotax 912iS (fuel injected, 100 hp): Premium over carbureted 912ULS; lower fuel consumption, electronic ignition, better cold-weather starts.
• Continental Titan X-340 (180 hp, S-21 only): Strongly positive. Adds $30,000–$40,000 to S-21 value vs. Rotax-equipped example.

Fabric condition (S-6, S-7, S-20): Fresh cover and paint commands a premium of $5,000–$12,000. Poor fabric is a serious discount factor — the buyer absorbs the full recovering cost.

Avionics premium: A modern glass panel (Dynon SkyView, Garmin G3X) adds $8,000–$20,000 over a basic analog setup.

Build quality (E-AB): Professionally built or assisted-build examples with documented quality workmanship command a premium over rough amateur builds. Factory-built S-LSA examples typically command the highest prices in any model line.

Typical current market values (2025–2026):

---

S-LSA models (S-7LS, S-20LS, S-21 S-LSA): RANS publishes service bulletins, airworthiness directives, and operational alerts at rans.com/airworthiness-directives and rans.com/operational-alerts. As SLSA aircraft, these are effectively mandatory for continued airworthiness. Prospective buyers should pull the full list before purchase. Many older directives were mailed only to original owners and may be outstanding on older aircraft.

E-AB models: Not subject to FAA ADs in the traditional sense. Condition inspections are performed annually by the builder (or any A&P with the builder's authorization). Common issues documented in the builder community include:

Fabric covering (S-6, S-7, S-20): The most significant pre-buy concern. Sun damage to upward-facing surfaces (wing top, fuselage top) is the most common defect on aircraft stored outside. UV degradation of Ceconite or poly-fiber covering can render recovering necessary within 10–15 years in high-UV environments. A full recover and repaint is a major expense — budget $8,000–$20,000 depending on model and shop. Any aircraft stored outdoors should be closely inspected by an experienced A&P before purchase.

Rotax two-stroke engines (S-6ES with 503/582): Earlier S-6 kits frequently used Rotax 503 (52 hp) or 582 (65 hp) two-stroke engines. TBO on these engines is only 300 hours vs. 2,000 hours for the four-stroke 912. These engines require specialized knowledge — a standard Lycoming mechanic is not qualified to evaluate them. Always require Rotax-trained inspection. Many have been re-engined with 912UL/ULS conversions.

Carburetor synchronization (Rotax 912): Dual-carb 912 engines must be synchronized at each 100-hour or annual inspection. If not maintained, rough running, vibration, and accelerated wear result. Relatively simple but requires Rotax-trained hands.

Gearbox inspection (Rotax 912): Rotax specifies gearbox inspection at 600-hour intervals; overhaul cost $450–$850 depending on wear. Five-year rubber replacement (hoses, seals) runs $2,500–$4,000.

Landing gear sockets (S-7): Worn or damaged gear sockets are a common pre-buy item on S-7s used in heavy bush operations. Spring-rod gear on older models is more vulnerable than the later bungee/glass configuration.

Fuel tank issues (S-21): Some early S-21 builders reported plastic fuel tank swelling or minor leaks. Factory has addressed this in later production, but inspect carefully on early builds.

S-6 fabric recovering forum thread (ransclan.com): The RANS CLAN community (ransclan.com) is an excellent resource for pre-buy due diligence on specific serial numbers and known issues.

---

See insurance-underwriting for general LSA/experimental underwriting context.

S-LSA models (S-7LS, S-20LS, S-21 SLSA): Factory-built SLSA aircraft are the most straightforward to insure — standard underwriting applies. Hull values of $80,000–$160,000 at annual premiums of approximately $900–$2,000 depending on pilot experience and hull value. Typical rate is 1.5–2.0% of hull value for physical damage.

E-AB/ELSA models: Experimental aircraft run slightly higher premiums than comparable S-LSA due to non-type-certificated construction. Typical range: $700–$1,500/year combined hull and liability for a $50,000–$90,000 hull value.

Taildragger surcharge: Taildragger-equipped examples (S-6, S-7, S-20, S-21 all offer TD option) carry a 10–15% hull premium over trike versions. Underwriters require documented tailwheel endorsement or equivalent hours; most require at least 25–50 hours dual in type for first-year coverage.

Fabric covering note: Some underwriters view fabric aircraft with caution due to fire risk perception and difficulty assessing condition for hull valuation. Photos and condition reports are commonly requested at renewal.

Float-equipped S-7: Seaplane/amphibious endorsement required. Hull premiums increase 20–30%. Liability limits typically require minimum 100 hours seaplane time.

Pilot minimums (typical): Sport Pilot Certificate or higher. For initial policies, many underwriters require a minimum 50–100 hours total time and dual instruction in the specific model. LSA-only policies (Sport Pilot) are widely available and competitively priced.

---