I just purchased a Capella XS E-LSA. I currently drive a nose-dragging Mooney and going to this ultra slow taildragger will be quite a shock. The seller recommended that I seek a firm that can train me in a similar aircraft due to the different characteristics that I wouldn't learn in a Champ or Cub. Are there any known business that provide training specifically in a Rans S-6ES? I've found a couple Kitfox companies way out West and the Ran's website referrals seem to only have S-7's.

Why not just get instruction in your plane? I doubt you’ll be able to many if any CFI’s with time in that type but slow taildraggers are normally just slow taildraggers. Maybe just find an instructor with time operating the kind of engine that is in it in an LSA.

I believe that Mark Pringle at Rocky Mountain Kitplanes (rmkplanes.com) in Fairfield UT (close to Salt Lake City) has a Rans S20 (the S-6ES' replacement in the Rans product line). I know they were purchasing one to use in their training operations, but I don't know if it's ready to go or not... Give them a call at (801) 766-0160, and ask for either Mark (owner) or Alina (wife & partner).

Or you could look at the Rans Aircraft site where they have a page for training and endorsements: https://www.rans.com/training-endorsements. If you happen to be near Indianapolis, there is a guy listed at the bottom of the page who can train you in your airplane.

asa wrote:Why not just get instruction in your plane? I doubt you’ll be able to many if any CFI’s with time in that type but slow taildraggers are normally just slow taildraggers. Maybe just find an instructor with time operating the kind of engine that is in it in an LSA.

Don't get me wrong. I love LSAs (heck, I just bought a Rans S-6ES Coyote II – see my avatar), but naively thinking "slow taildraggers are just slow taildraggers" can bite you – hard! There is a lot of discussion about this in the Light Sport world. One of the recurring things you hear about Light Sport accidents and incidents is that the pilot had significant background in "regular" GA flying (or worse yet, the airline flying world) and thought "It's just another airplane. I know how to fly. I don't need no stinkin' training..." Then they go out and have an accident.

AOPA, EAA, and LAMA (Light AIrcraft Manufacturer's Association) all strongly recommend some transition training for pilots moving to LSA, especially those LSA that are towards the "ultralight" end of the scale. Because, like the good old J-3 Cub, they fly just slow enough to get you to the scene of the accident...

Find an instructor who has experience flying something with very similar characteristics to the Capella XS, and get your training from them. Your insurance carrier (and your family) will thank you. That's why I suggested Rocky Mountain Kitplanes earlier. It's where this 2000-hour Commercial/Instrument rated pilot is headed to get trained on the Rans...

I can back up what Jim says about this category of airplanes needing separate training and experience. I am an accident example of an old regular airplane experience pilot with limited Light Sport experience. To get certification, the old stuff had to respond to controls very similarity. I'm old enough to not have tw, complex, or high performance endorsements because the airplanes were similar enough that we just got in and flew them. That simply was not the case in the Ultraflight Challenger II that I crashed trying to make the first energy management turn.

Yes, I had experienced many problems and a few crashes. I may be more fragile than you all, but full rudder deflection and full aileron deflection with an unloaded wing not coming back up caused me to come unglued. Finally, the lighter airplanes (at least this one) don't crash as well as a crop duster.

JP256 wrote:

asa wrote:Why not just get instruction in your plane? I doubt you’ll be able to many if any CFI’s with time in that type but slow taildraggers are normally just slow taildraggers. Maybe just find an instructor with time operating the kind of engine that is in it in an LSA.

Don't get me wrong. I love LSAs (heck, I just bought a Rans S-6ES Coyote II – see my avatar), but naively thinking "slow taildraggers are just slow taildraggers" can bite you – hard! There is a lot of discussion about this in the Light Sport world. One of the recurring things you hear about Light Sport accidents and incidents is that the pilot had significant background in "regular" GA flying (or worse yet, the airline flying world) and thought "It's just another airplane. I know how to fly. I don't need no stinkin' training..." Then they go out and have an accident.

AOPA, EAA, and LAMA (Light AIrcraft Manufacturer's Association) all strongly recommend some transition training for pilots moving to LSA, especially those LSA that are towards the "ultralight" end of the scale. Because, like the good old J-3 Cub, they fly just slow enough to get you to the scene of the accident...

Find an instructor who has experience flying something with very similar characteristics to the Capella XS, and get your training from them. Your insurance carrier (and your family) will thank you. That's why I suggested Rocky Mountain Kitplanes earlier. It's where this 2000-hour Commercial/Instrument rated pilot is headed to get trained on the Rans...

I actually meant (but failed to communicate) an LSA when I said slow taildragger. I was referring to finding someone with kitfox, rans, etc etc time to instruct in the OP's Capella vs going to a similar instructor but doing it in the Rans. My main point is that instruction in the plane you want to learn is much better than a different plane and then transitioning yourself.

I am hard pressed to find a tailwheel CFI around me that can do this as I'm in a remote area. I would have to pay the roundtrip airfare and hotel plus travel time etc. it would be better for me to go to them. I didn't realize the S20 is very similar to an S-6. I'll look that place up in Utah thank you!