| Aeronca | |
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HW100 - 45000
UAW55 - 105000 RRW100 - 175000 PKRR - 7500 |
Aeronca Aircraft (Aeronca) Aeronca, Incorporated Type - Operating Division Industry - Aerospace Founded - 1928; 94 years ago Headquarters - Middletown, Ohio, United States Key people - Conrad Dietz / Carl Friedlander / Ray Hermes / Roger Schlemmer / Taylor Stanley Owner - Fleet Aerospace (1986-1996) / Magellan Aerospace (1996-present) Parent - Fleet Aerospace (1986-present) Divisions - Longren Aircraft Corporation Website - aeroncainc.com Aeronca, contracted from Aeronautical Corporation of America, located in Middletown, Ohio, is a US manufacturer of engine components and airframe structures for commercial aviation and the defense industry, and a former aircraft manufacturer. From 1928 to 1951, the company was a major producer of general aviation aircraft, and also produced the engines for some of their early designs. Aeronca is now (2011) a division of Magellan Aerospace, producing aircraft, missile, and space vehicle components at the same location adjacent to Middletown's Hook Field Municipal Airport. History Origins The Aeronca Aircraft Corporation was founded November 11, 1928, in Cincinnati, Ohio. Backed by the financial and political support of the prominent Taft family and future Ohio senator Robert A. Taft who was one of the firm's directors, Aeronca became the first company to build a commercially successful general aviation aircraft. When production ended in 1951, Aeronca had sold 17,408 aircraft in 55 models. Production began with the Jean A. Roche-designed Aeronca C-2 monoplane, often called the "Flying Bathtub", in 1929. The next major model was the Scout of 1937, a two-seater, which was developed into the Chief and Super Chief the next year. The Ohio River flood of 1937 at the Lunken Airport resulted in the entire airport area being washed away. Aeronca's factory was destroyed, along with the tooling and almost all of the very early blueprints and drawings. As a result, two years later the decision was made to move out of the floodplain to Hook Field Municipal Airport in Middletown, Ohio. By October of 1940 the plant had to expand by 25,000 sq ft (2,300 m2) to keep up with production demands. World War II The Defender, a tandem trainer version of the Chief with a higher rear seat, was used in training many of the pilots who flew in World War II. Several observation and liaison aircraft designs were also produced during and after the war, seeing extensive front line use, including the L-3/O-58. A glider-trainer version of the Defender, the Aeronca TG-5, replaced the engine with a third seat, facilitating the training of combat glider pilots destined to fly larger craft, such as the Waco CG-4A. Aeronca's World War II designs - the Defender, TG-5 and L-3 variants - differed significantly from nearly all previous and subsequent Aeroncas by replacing Aeronca's traditional three-longeron, triangular-cross-section fuselage with a four-longeron, rectangular-cross-section fuselage for additional strength. Postwar In 1945, following the end of World War II, Aeronca returned to civilian production with two new models, the 7AC Champion and the 11AC Chief. While the Champ shared its tandem seating arrangement with the prewar tandem trainer - and the Chief shared its name and seating arrangement with the prewar Chief designs - both were new fresh paper designs and designed for production economy, sharing over 80% of the components. One of the very few aircraft manufacturers that used an assembly line production layout. A benefit of the concurrent development was that the new designs had about 80% of their parts in common. Nevertheless, the tandem-seat Champ - resembling the extremely popular Piper J-3 Cub - was favored by the market, evidenced by its outselling its sibling, the Chief, at a rate of 4 to 1. Between 1945 and 1951, nearly 8,000 Champions were manufactured; while over the same period, approximately 2,000 Chiefs were produced. New ownership Aeronca ceased light aircraft production in 1951, and in 1954 sold the Champion design to the new Champion Aircraft Corporation of Osceola, Wisconsin, which continued building variants of the Champion as well as the derivative design, the Citabria. The venerable aircraft design was acquired again by the Bellanca Aircraft Company in 1970 and again to American Champion in 1988, where it remains in production. Aeronca purchased the Longren Aircraft Corporation in 1959. However, by 1965 it was nearly bankrupt and a new president, Alfred A. Handschumacher, was hired to return the company to profitability. In the early 1970s, Aeronca was contracted by Bede Aircraft to assemble its first Bede BD-5J Microjet - the world's smallest jet airplane - but, after its experiences with the prototype, Aeronca declined to be further involved with the program. In 1978 Aeronca planned to start aircraft production again with production of a prototype very light business jet, the Foxjet ST600. The project was eventually cancelled due to lack of WR-44 engine availability. Fleet Aerospace launched a successful hostile takeover of the company in 1986. Aeronca now builds components for aerospace companies including Boeing, Northrop Grumman, Lockheed and Airbus. In its 23-year history as a general aviation and military aviation manufacturer, Aeronca produced 17,408 aircraft spanning 55 different models. Products Aircraft Model name - First flight - Number built - Type Aeronca C-4 - - 1 - Prototype single engine three seat open cockpit biplane Aeronca C-1 Cadet - 1931 - 3 - Single engine single seat high wing open cockpit monoplane Aeronca C-2 - 1929 - 164 - Single engine single seat high wing open cockpit monoplane Aeronca C-3 - - 400 - Single engine two seat high wing closed cockpit monoplane Aeronca C-100 - - 21 - Single engine two seat high wing closed cockpit monoplane Aeronca L - - 65 - Single engine two seat low wing cabin monoplane Aeronca K - - 357 - Single engine two seat high wing closed cockpit monoplane Aeronca 50 Chief - 1938 - 175+ - Single engine two seat high wing cabin monoplane Aeronca 60 - - 118 - Single engine two seat high wing cabin monoplane Aeronca 65 Super Chief - - 2,059 - Single engine two seat high wing cabin monoplane Aeronca L-3 - 1941 - 1,487+ - Military version of Model 65 Aeronca TG-5 - - 250 - Glider version of L-3 Aeronca LNR - - 3 - Navy version of TG-5 Aeronca L-16 - - 609 - Military version of Model 7 Aeronca 7 Champion - 1944 - 7,200+ - Single engine two seat high wing cabin monoplane Aeronca 9 Arrow - - 1 - Prototype single engine two seat low wing cabin monoplane Aeronca 10 Eagle - N/A - 1 mockup - Unbuilt single engine four seat mid wing cabin monoplane Aeronca 11 Chief - 1945 - 2,300+ - Single engine two seat high wing cabin monoplane Aeronca 12 Chum - - 2 - Prototype single engine two seat low wing cabin monoplane Aeronca 15 Sedan - 1947 - 561 - Single engine four seat high wing cabin monoplane Missiles GT-1 (missile) Engines Aeronca E-107 Aeronca E-113 Aeronca Champion (Aeronca 7 Champion) Model 7 Champion Role - Light utility aircraft / trainer Manufacturer - Aeronca / Champion Aircraft / Bellanca / American Champion Aircraft Designer - Ray Hermes First flight - April 29, 1944 Introduction - November 1945 Status - Production completed Primary users - private owners, flight schools, aircraft rental services, United States Air Force, Air National Guard, U.S. Army, Civil Air Patrol Produced - 1946-1951, 2007-2018 Number built - more than 10,000, all manufacturers and variants (over 7,200 Aeronca 7AC Champion, 1945-1948) Developed from - Aeronca L-3, Aeronca T, Aeronca Defender, Aeronca 50 Chief Variants - Aeronca L-16 Developed into - Citabria, Champion Lancer The Aeronca Model 7 Champion, commonly known as the "Champ", or "Airknocker", is a single-engine light airplane with a high wing, generally configured with fixed conventional landing gear and tandem seating for two occupants. Designed for flight training[5][9] and personal use - and specifically developed to compete with the popular Piper Cub. It entered production in the United States in 1945, spawning one of the most popular, and longest-produced, light airplane models in the world. In addition to the Champ's large-volume production by Aeronca Aircraft, it was revived in variations by the Champion Aircraft Company in the 1950s and 1960s, and then again in further variants by Bellanca in the 1960s and 1970s, and by American Champion Aircraft in the early 2000s. To take advantage of the new light-sport aircraft (LSA) category, the Champion was returned to production in 2007, but was discontinued by mid-2019. Design and development The Aeronca 7 Champion line - developed in the mid-1940s as a post-World War II response to the popular Piper J-3 Cub - uses similar design features (already featured in Aeronca's wartime designs, the Aeronca Model T, Aeronca Defender, and Aeronca L-3), but also incorporates aspects of traditional Aeronca designs, including the internal main trusswork of the fuselage frame. Like its predecessors and initial rivals, the high-wing, two-seat plane has tandem seating, conventional landing gear (tailwheel-equipped), and a small piston engine. As with many light aircraft of the time, the Champ's fuselage and tail surfaces are constructed of welded metal tubing. The outer shape of the fuselage is created by a combination of wooden formers and longerons, covered with fabric. The cross-section of the metal fuselage truss is triangular, a design feature which can be traced all the way back to the earliest Aeronca C-2 design of the late 1920s. The strut-braced wings of the Champ are, like the fuselage and tail surfaces, fabric-covered, and use aluminum ribs. Most Champs were built with wooden spars. American Champion has been using aluminum spars in the aircraft it has produced, and has also made the aluminum-spar wings available for retrofit installation on older aircraft. Like the Piper Cub with which it competed, the Champ features tandem seating. However, while the J-3 model of the Cub is flown solo from the rear seat, the Champ can be soloed from the front, giving improved forward visibility, particularly on the ground and during takeoffs, landings, and climbs. The Champ offers far better visibility than the Cub, allowing 300 degrees of visibility to a front-seated pilot, and has a wider cabin than the Cub. Additionally, an uncommon[6] Champ variant - the 7HC - was produced with an enlarged rear seat allowing two passengers to be carried. The landing gear of most Champs is in a conventional arrangement, though two variants with tricycle gear were produced, and a model with reversed tricycle gear was tried. Conventional-gear Champs feature a steerable tailwheel and most have steel tube main gear which use an oleo strut for shock absorption. One variant utilized sprung-steel main gear, and American Champion uses aluminum gear legs in its production model of the Champ. Tricycle-gear Champs use the steel tube and oleo strut main gear, mating these with an oleo strut nose gear. Models 7AC, 7CCM, 7DC, and 7EC were approved as floatplanes, with the addition of floats and vertical stabilizer fins; the floatplane versions were designated the S7AC, S7CCM, S7DC, and S7EC, respectively. The 7GC and 7HC may also be operated with floats but are not given a special designation in this configuration. All floatplane versions have increased gross weights over the corresponding landplanes. Operational history Built by Aeronca Aircraft Corporation, the Champ first flew in 1944, and entered production in 1945. As an economical postwar rival to the Piper Cub (which it largely improved upon), the Champ was popular with training schools who were training veterans returning from World War II, by the thousands, with government funding through the G.I. Bill. The original model 7AC Champion initially sold by the thousands, peaking in 1946, as Aeronca developed the highest-volume production line in general aviation. Between 1946 and 1947, Aeronca was producing an average 30 light aircraft per day (peaking at 50 per day at one point). But 1946 was a momentary explosion in lightplane production, industry-wide. The postwar boom-and-bust of the late 1940s and early 1950s brought an abrupt end to the massive sales, and - like the rest of the U.S. lightplane industry - Aeronca production dropped to a small fraction of 1946-1947 sales. Engine upgrades in 1947, 1948 and 1949 resulted in the Models 7BCM, 7DC and the electric-system-equipped 7EC, all distinguished from the 7AC by a larger vertical tail than predecessors, to compensate for the greater torque and p-factor of the larger engines. Some of these Champ variants were acquired by the U.S. Army Air Forces (USAAF) and its successor, the U.S. Air Force (USAF), particularly for use by the U.S. Army Ground Forces and the National Guard, as replacements for the Piper L-4 variant of the Piper Cub, used as an observation and liaison aircraft. The Aeronca Champ military variants were labeled L-16, L-16A and L-16B. By the time production ended in 1951, the company had sold more than 8,000 Champions, mostly 7AC Champs (approx. 7,200). Aeronca ceased all production of light aircraft in 1951, and the Champ design was sold in 1954 to Champion Aircraft, who continued production of some of the more advanced variants of the Champ, from the 1950s into the early 1960s - gradually modifying them into the aerobatic Champion Citabria. Champion Aircraft was acquired in 1970 by Bellanca Aircraft which continued production of their Champ-derived Citabria and Decathlon designs. In 1971, Bellanca introduced the 7ACA version of the Champ as a more basic complement to their other designs, as the least expensive, and lowest-performance, commercially produced light plane on the market at the time. Only a handful of 7ACAs were built between 1971 and 1972. Bellanca ceased all production in the early 1980s. American Champion Aircraft Corporation acquired the Champ and related designs in 1989. In 2001, they were rumored to be considering a reintroduction of the Champ design as a 7EC powered by a Jabiru Aircraft engine. While a test version was flown, this combination was not put into production. With the creation of the light-sport aircraft (LSA) category of aircraft in the United States by the FAA, American Champion in late 2007 began producing a revised version of the 7EC powered by the 100 hp (75 kW) Continental O-200-A. The new production aircraft are type certified, but also qualify to be flown by sport pilots in the United States. Although the fuselage and cowling contours are similar to the original-production models, the new aircraft used the windows, interior, door, and windscreen of the modern Citabria. Fuel capacity was reduced to 18 US gal (68 l; 15 imp gal) to conserve weight; despite this measure and various others, such as the use of aluminum landing gear legs and bare birch floorboards rather than carpet, the aircraft's payload is inadequate to carry two adults and full fuel simultaneously. The manufacturer was considering various further weight-reduction measures including the use of the lightened Continental O-200D engine previously offered in the Cessna 162 Skycatcher. However, the revived 7EC was dropped from production by mid-2019. Standard-production 7AC, 7BCM (L-16A), 7CCM (L-16B), 7DC, and 7ACA models qualify as U.S. Light Sport Aircraft. Only those specific original-production 7EC airplanes certificated at a 1,300 lb (590 kg) gross weight qualify for the LSA category; a standard original-production 7EC is certificated at a gross weight of 1,450 lb (660 kg) and does not qualify. Variants Various versions of the Champ have been tested and produced since 1944, including military, aerobatic, cropduster, tricycle-gear and (as the 402 Lancer) a twin-engined variant. The derivative Citabria designs - models 7ECA, 7GCAA, 7GCBC, and 7KCAB - are discussed in a separate article, as is the twin-engined 402 Lancer. Floatplane variants are designated by an "S" prefix and are discussed together with the standard respective land variant. 7AC Champion Introduced in 1945, the 7AC Champion ("Champ") was the first (and, by far, the most popular) version of the design. It used the Continental A-65-8 engine of 65 horsepower (48 kW). (Other 65-hp engines by Lycoming and Franklin were also fitted.) A supplemental type certificate allows the installation of a Lycoming O-235. The Champ featured a conventional landing gear configuration, with shock absorption in the main gear provided by oleo struts. The aircraft had no electrical system. It is distinguishable from nearly all other variants by the absence of a dorsal fin at the leading edge of the vertical tail (most later models had the enlarged tail). Approximately 7,200 were built between 1945 and 1948 - far outnumbering all other subsequent variants combined, and far outnumbering most rival designs of the period. Some were acquired by the U.S. military and designated L-16 - not to be confused with the L-16A and L-16B derived from later Champ variants. Gross weight is 1,220 lb (550 kg) for the standard 7AC and 1,320 lb (600 kg) when configured as an S7AC floatplane; fuel capacity for either version is 13 US gal (49 l; 11 imp gal) in a single tank. 7ACA 1971 reintroduction by Bellanca, a modernized version of the design which made it a variant of the Citabria line. The 7ACA is powered by the two-cylinder Franklin 2A engine of 60 horsepower (45 kW); Gross weight is 1,220 lb (550 kg). 71 were produced. 7BCM, L-16A Upgraded version introduced in 1947 with an 85 horsepower (63 kW) Continental C85 and "no-bounce" version of the main landing gear.[dubious - discuss] All of the 7BCM production went to the military as model L-16A. Gross weight and fuel capacity are unchanged from the 7AC. 509 were built. 7B-X Prototype, 1 produced, serial number 7-BX-1, FAA aircraft registration number was N4084E but registration was canceled on 4 October 1951, no other details known. 7CCM, L-16B An improved version of the L-16, the L-16B/7CCM featured a 90 hp (67 kW) Continental C90-8 engine, an enlarged vertical tail, hydraulic brakes, and a gross weight increase to 1,300 lb (590 kg); an additional gross weight increase to 1,350 lb (610 kg) is allowed when "Long Stroke Oleo Landing Gear" is installed and placard, "Intentional spinning prohibited when baggage carried", is installed on the instrument panel. An additional 5.5 US gal (21 l; 4.6 imp gal) fuel tank is used, increasing total fuel capacity to 18.5 US gal (70 l; 15.4 imp gal). Gross weight increases to 1,400 lb (640 kg) when configured as an S7CCM floatplane. 100 L-16B/7CCM aircraft were built. 7DC Similar to 7CCM but with Continental C85 engine of 85 hp (63 kW); the derived S7DC floatplane had a gross weight increase to 1,400 lb (640 kg). 100 7DC aircraft were produced. 7EC Traveler 1950 brought the introduction of the Aeronca 7EC, which features a Continental C90-12F engine of 90 horsepower (67 kW),[36] standard long-throw oleo strut main gear, thicker seat cushions, additional interior insulation for noise reduction, an improved heater and electrical system, the addition of a parking brake, and a change in center of gravity for enhanced speed. Advertised empty weight is 890 lb (400 kg). Standard gross weight is 1,450 lb (660 kg), or 1,300 lb (590 kg) with "Lower End Landing Gear Oleo Strut Assembly". Standard fuel capacity is unchanged from the 7DC; an optional 26 US gal (98 l; 22 imp gal) system was offered, increasing the manufacturer's empty weight by 30 lb (14 kg). The optional S7EC floatplane configuration has a gross weight of 1,474 lb (669 kg). The last Champ produced at Aeronca was a 7EC, and when Champion reintroduced the Champ in 1955, it was with their version of the 7EC, very little changed from Aeronca's. An enhanced version called the Champion DeLuxe Traveler offered a metal propeller with spinner, wheel pants, a steerable tailwheel, and navigation lights. 773 7EC aircraft were produced during the original production run. In late 2007, American Champion introduced a revised version of the 7EC, featuring the Continental O-200-A engine of 100 horsepower (75 kW). Differing in a number of ways from earlier 7ECs, this new version in particular replaced the wood-spar wings of the earlier versions with a metal-spar wing and used aluminum gear legs. To fit within the Light Sport requirements, the maximum weight was reduced to 1,320 pounds (599 kilograms). The aircraft was discontinued by mid-2019. 7FC Tri-Traveler In 1957, Champion brought out the 7FC, which is similar to the 7EC but with tricycle landing gear instead of conventional (tailwheel) gear, oleo struts on all 3 wheels, and extra frame bracing for the nosewheel. Factory standard equipment was comparable to the 7EC DeLuxe Traveler. The 7FC is 3 mph (4.8 km/h) slower and 90 lb (41 kg) heavier than an equivalent 7EC, with a standard useful load of 540 lb (245 kg), compared with 630 lb (286 kg) for the 7EC; both use the 90 hp (67 kW) Continental C90-12F engine. Standard gross weight of the 7FC is 1,450 lb (660 kg) with an increase to 1,500 lb (680 kg) allowed with the installation of "Wide Track Main Gear". 472 7FC aircraft were built. 7GC Sky Trac Generally similar to 7EC but with a 140 hp (104 kW) Lycoming O-290-D2B engine and modified fuselage structure for increased gross weight. Gross weight is 1,650 lb (750 kg) in standard configuration, 1,732 lb (786 kg) in seaplane configuration. 171 were produced. 7GCA Sky Trac Agricultural variant of the 7GC with identical gross weight but with a 150 hp (112 kW) Lycoming O-320-A2B engine. 396 were made. 7HC DX'er Similar to 7GC with identical gross weights for landplane and floatplane versions, but with a front seat control yoke instead of a control stick, modified fuselage structure, tricycle landing gear, and an enlarged rear seat for two occupants. 39 were produced. 7JC Tri-Con Similar to 7EC but with reverse tricycle undercarriage; however, the aircraft may be converted to a standard tailwheel undercarriage and operated at a 1,500 lb (680 kg) gross weight. 25 were built. 7KC Olympia 7GCA with smaller wings, redesigned empennage, other aerodynamic refinements, deletion of rear-seat flight controls, and minor detail changes. 4 were built. Specifications (7AC) Data from FAA Type Certification Data Sheet, Plane & Pilot and Montgomery General characteristics Crew: one Capacity: one passenger Length: 21 ft 6 in (6.55 m) Wingspan: 35 ft 0 in (10.67 m) Empty weight: 740 lb (336 kg) Gross weight: 1,220 lb (553 kg) Fuel capacity: 13 U.S. gallons (49 L; 11 imp gal) Powerplant: 1 × Continental A65-8 four cylinder, horizontally opposed piston aircraft engine, 65 hp (48 kW) Propellers: 2-bladed fixed pitch, wooden Performance Maximum speed: 95 mph (153 km/h, 83 kn) Cruise speed: 85 mph (137 km/h, 74 kn) Stall speed: 38 mph (61 km/h, 33 kn) Never exceed speed: 129 mph (208 km/h, 112 kn) Range: 270 mi (430 km, 230 nmi) Service ceiling: 12,500 ft (3,800 m) Rate of climb: 370 ft/min (1.9 m/s) Related development Aeronca Chief family Aeronca Chief Bellanca Citabria Champion Lancer Aircraft of comparable role, configuration, and era Interstate Cadet Luscombe T-8F Piper J-3 Cub Porterfield 65 Collegiate Taylorcraft L-2 Aeronca Arrow (Aeronca 9 Arrow) Aeronca Arrow National origin - United States of America Manufacturer - Aeronca Introduction - 1947 The Aeronca Model 9 Arrow was a low-wing all-metal cabin monoplane with retractable landing gear. It was marketed to returning pilots from World War II and unveiled in 1947 but never went into production. The single prototype (registered NX39581) was destroyed in a crash during a test flight due to propeller failure. Specifications Data from Jane's all the World's Aircraft 1947 General characteristics Crew: 2 Length: 19 ft 9 in (6.02 m) Wingspan: 30 ft (9.1 m) Wing area: 137 sq ft (12.7 m2) Aspect ratio: 6.57 Empty weight: 850 lb (386 kg) Gross weight: 1,450 lb (658 kg) Fuel capacity: 25 US gal (21 imp gal; 95 l) Powerplant: 1 × Franklin 4AC 4-cyl. horizontally-opposed air-cooled piston engine, 90 hp (67 kW) Propellers: 2-bladed wooden fixed pitch propeller Performance Maximum speed: 135 mph (217 km/h, 117 kn) Cruise speed: 125 mph (201 km/h, 109 kn) *Landing speed (flaps): 48 mph (42 kn; 77 km/h) Landing speed (no flaps): 54 mph (47 kn; 87 km/h) Range: 310 mi (500 km, 270 nmi) Rate of climb: 550 ft/min (2.8 m/s) Wing loading: 2.2 lb/sq ft (10.6 kg/m2) Power/mass: 15.9 lb/hp (9.65 kg/kW) Aircraft of comparable role, configuration, and era Culver Cadet Globe GC-1 Swift Johnson Rocket 185 Piper PT-1 Aeronca 11 Chief Aeronca Chief Role - Light utility aircraft Manufacturer - Aeronca Designer - Raymond F. Hermes at Aeronca First flight - 1945 Introduction - 1946 Produced - 1946-1950 Number built - over 2,300 Variants - HAL Pushpak The Aeronca Chief is a single-engine, two-seat, light aircraft with fixed conventional landing gear, which entered production in the United States in 1945. Designed for flight training and personal use, the Chief was produced in the United States between 1946 and 1950. The Chief was known as a basic gentle flyer with good manners, intended as a step up from the 7AC Champion which was designed for flight training. Like many classic airplanes, it has a significant adverse yaw, powerful rudder and sensitive elevator controls. It had a well-appointed cabin, with flocked taupe sidewalls and a zebra wood grain instrument panel. There was never a flight manual produced for the 11AC or 7AC series airplanes, as a simple placard system was deemed enough to keep a pilot out of trouble. Production history The model 11 Chief was designed and built by Aeronca Aircraft Corporation. While it shared the name "Chief" with the pre-war models, the design was not a derivative. Rather, the post-war 11AC Chief was designed in tandem with the 7AC Champion ("Champ") - the Chief with side-by-side seating and yoke controls, and the Champ with tandem seating and joystick controls. The intention was to simplify production and control costs by building a pair of aircraft with a significant number of parts in common; in fact, the two designs share between 70% and 80% of their parts. The tail surfaces, wings, ailerons, landing gear, and firewall forward - engine, most accessories, and cowling - are common to both airplanes. The Chief and the larger Aeronca Sedan also share selected parts, the control wheels, some control system parts, rudder pedals and control systems, so parts passed from plane to plane to save costs. Production costs and aircraft weights were tightly controlled and Aeronca was among the first to use a moving conveyor assembly line, with each stage taking about 30 minutes to complete. The 11AC Chief entered production at Aeronca in early 1946, with upgraded versions introduced as the 11BC (also called the "Chief") and 11CC "Super Chief," in June 1947 and 1948, respectively. Aeronca was at the time headquartered at Middletown, Ohio, but production facilities there were heavily utilized with the 7AC Champion line; because of this, the model 11 aircraft were assembled at the Dayton Municipal Airport in Vandalia, Ohio. While the Vandalia location was first used only for the assembly of parts fabricated at Middletown, activities there later expanded to include some fabrication work. Only later, toward the end of production did the Chief line return to Middletown. Aeronca ceased all production of light aircraft in 1951. Production of the Chief, which had been outsold by its sibling the Champ by a margin of nearly 4 to 1, had already ended by 1950, with only a few planes produced in 1948-1949. This marked the last time the Chief design was built in the United States. The 11 series design was sold in the mid-1950s to E. J. Trytek of Syracuse, NY, who held the design until the late 1960s or early 1970s. The HUL-26 Pushpak, built by Hindustan Aeronautics between 1958 and 1968, was very similar to the Super Chief. Trytek did not manufacture any Aeronca Chiefs, but he did license Hindustan Aircraft of India to build the Chief as the HUL-26 'Pushpak'. 154 'Pushpaks' were built from 1958 to 1968. The Pushpak can be identified by the smaller rudder surface which is squared off at mid-fin and the larger vertical tail that is found on the 11CC. Several examples are still flying, especially in the United Kingdom. Ownership of the Chief design then passed to Bellanca Aircraft Corporation in the early 1970s, around the same time they acquired the 7 series Champion/Citabria and its derivative designs. In 1973 Bellanca considered producing an updated version of the Chief for flight training, but the aircraft never entered production. The model 11 designs are currently owned by American Champion Aircraft Corporation, which acquired them sometime before 1991. Ownership of the design in the period between Bellanca's liquidation in 1982 and the American Champion acquisition is unclear. Design Like the Taylorcraft B, Piper Vagabond, Cessna 120/140, and Luscombe 8 with which it competed, the Chief features side-by-side seating. As with many light aircraft of the time, including the Taylorcraft B and Piper Vagabond, the Chief's fuselage and tail surfaces are constructed of welded metal tubing. The outer shape of the fuselage is created by a combination of wooden formers and longerons, covered with fabric. The cross-section of the metal fuselage truss is triangular, a design feature which can be traced all the way back to the earliest Aeronca C-2 design of the late 1920s. The strut-braced wings of the Chief are, like the fuselage and tail surfaces, fabric covered, utilizing aluminum ribs and wood spars. The landing gear of the Chief is in a conventional arrangement, with steel tube main gear which use an oleo strut for shock absorption, and a steerable tailwheel. All of the models - 11AC, 11BC, and 11CC - were approved as seaplanes, with the addition of floats and vertical stabilizer fins; the seaplane versions were designated the S11AC, S11BC, and S11CC, respectively. Variants Introduced in 1946, the 11AC was the first version of the design and utilized the Continental A-65-8 engine of 65 horsepower (48 kW), featuring also a McDowell mechanical starter. This McDowell starter was taken from the automotive industry and involved a spring-loaded cam device that would spin the propeller through a compression stroke by a pull on a lever mounted on the cabin floor. The S11AC was a float plane. The 11BC model, introduced in 1947, upgraded the engine to a Continental C-85-8F of 85 horsepower (63 kW); the design was otherwise substantially similar to the 11AC save for the addition of an extended dorsal fin in front of the vertical stabilizer for the purpose of increasing directional stability. Some, but not all, 11BC aircraft had toe brakes. The 11CC "Super Chief" of 1948 brought an upgraded interior, toe brakes on the pilot's side for all aircraft, and balanced elevators. As the post-war airplane manufacturers entered into a severe sales slump in 1947, Aeronca brought out the 11ACS which was known as the "Scout" model of the 11AC Chief. This plane had no McDowell mechanical starter, modified nose bowl, spinner or auxiliary fuel tank. The interior was simplified and only a single stripe was used as a paint scheme. Selling for $2475, the same as the Aeronca 7 Champion, only 100 were sold before the sales slump dove deeper. In 1973 Bellanca built and flew a prototype trainer based on the model 11. The Bellanca Trainer featured a tricycle landing gear arrangement and appeared to share many parts with the 7ECA Citabria (a derivative of the Champ design). The Bellanca trainer's cowling, wings and struts, main gear, and horizontal tail surfaces all appeared to have come from the Citabria. The vertical stabilizer and rudder appeared similar, though shorter vertically in the prototype. They were extended to full size after flight testing. The fuselage of the trainer featured a rear window. The cabin had a taller modernized instrument panel and other furnishings. The design was never put into production after being shown to dealers in 1973. Specifications (1948 11CC Super Chief) Data from Jane's All the World's Aircraft 1948 General characteristics Crew: one pilot Capacity: one passenger Length: 20 ft 5 in (6.22 m) Wingspan: 36 ft 1 in (11 m) Height: 7 ft 0 in (2.13 m) Wing area: 175 sq ft (16.3 m2) Airfoil: NACA 4412 Empty weight: 820 lb (372 kg) Max takeoff weight: 1,350 lb (612 kg) Powerplant: 1 × Continental A-65 , 65 hp (48 kW) Performance Maximum speed: 100 mph (160 km/h, 87 kn) Cruise speed: 95 mph (153 km/h, 83 kn) Stall speed: 38 mph (61 km/h, 33 kn) (landing speed) Range: 420 mi (680 km, 360 nmi) Rate of climb: 600 ft/min (3.0 m/s) Aeronca Chief family Related development Aeronca Sedan Aeronca Champ Aircraft of comparable role, configuration, and era Cessna 120/140 Fisher Dakota Hawk Luscombe 8 Piper Vagabond Taylorcraft B Aeronca 12 Chum 12AC Chum Role - Two-seat touring aircraft and trainer National origin - United States Manufacturer - Aeronca Number built - 2 The Aeronca 12AC Chum was a 2-seat cabin monoplane designed and produced by Aeronca in the United States in 1946. The design was a licence-built version of the ERCO Ercoupe. Aeronca built two examples, the first with the standard twin-tail and a second with a single tail, modified landing gear and all-metal wings. Specifications (Chum) Data from Jane's all the World's Aircraft 1947 General characteristics Crew: 2 Length: 20 ft (6.1 m) Wingspan: 28 ft (8.5 m) Height: 8 ft (2.4 m) Wing area: 140 sq ft (13 m2) Empty weight: 860 lb (390 kg) Gross weight: 1,400 lb (635 kg) Fuel capacity: 22 US gal (18 imp gal; 83 l) Powerplant: 1 × Continental C85J 4-cyl. horizontally-opposed air-cooled piston engine, 85 hp (63 kW) Propellers: 2-bladed Sensenich fixed pitch wooden propeller Performance Maximum speed: 118 mph (190 km/h, 103 kn) Cruise speed: 108 mph (174 km/h, 94 kn) * Landing speed: 49 mph (43 kn; 79 km/h) Range: 250 mi (400 km, 220 nmi) Service ceiling: 11,000 ft (3,400 m) Rate of climb: 610 ft/min (3.1 m/s) Wing loading: 10 lb/sq ft (49 kg/m2) Fuel consumption: 0.469 lb/mi (0.1322 kg/km) Power/mass: 16.47 lb/hp (10.04 kg/kW) Related development ERCO Ercoupe Aircraft of comparable role, configuration, and era Grumman Kitten Aeronca Sedan (Aeronca 15 Sedan) 15AC Sedan Role - Light utility aircraft Manufacturer - Aeronca Aircraft First flight - 1947 Introduction - 1947 Status - Production completed Produced - 1948-1951 Number built - 561 The Aeronca 15AC Sedan is a four-seat, fixed conventional gear light airplane which was produced by Aeronca Aircraft between 1948 and 1951. Designed for personal use, the Sedan also found applications in utility roles including bush flying. The Sedan was the last design that Aeronca put into production and was the largest aircraft produced by the company. Design and development Like those of other Aeronca designs, the Sedan's fuselage and tail surfaces are constructed of welded metal tubing. The outer shape of the fuselage is created by a combination of wooden formers and longerons, covered with fabric. The cross-section of the metal fuselage truss is triangular, a design feature which can be traced back to the earliest Aeronca C-2 design of the late 1920s. In a significant design departure from previous Aeronca aircraft, the strut-braced wings of the Sedan are all-metal assemblies. Such combinations of construction types were not common. While the Sedan mated a fabric-covered fuselage to all-metal wings, the contemporary Cessna 170 mated an all-metal fuselage to fabric-covered wings. Also unique to the Sedan, among Aeronca designs, are the single-piece wing struts. The landing gear of the Sedan is in a conventional arrangement, with steel tube main gear, and a steerable tailwheel. Unlike its siblings the Champ and Chief, both of which employ oleo struts for shock absorption, the Sedan makes used of bungee cords to absorb landing and taxi loads. The Sedan is powered by the Continental C-145-2 or Continental O-300-A engine of 145 horsepower (108 kW); the Franklin 6A4-165-B3 and Franklin 6A4-150-B3, of 165 and 150 horsepower (110 kW), respectively, are also approved for installation. The Sedan features an electrical system, including a starter, as standard equipment. As it had with many of its other models, Aeronca certified a seaplane version of the Sedan, the model S15AC. While the standard Sedan was equipped with a single entry door on the right side, the seaplane version offered a left-side door as well. Modifications More than 50 Supplemental Type Certificate modifications are available for the Sedan, many of these intended to modernize the aircraft. One, sold by the current owner of the Sedan design, replaces many of the components ahead of the firewall with updated versions, including a Lycoming O-360-A1A engine of 180 horsepower (130 kW), a constant speed propeller, a new engine mount, and a fiberglass cowling. A second modification from the design holder allows the removal of the oil cooler, which can break and for which there are no replacements available. Production history Entering production in 1948, the 15AC Sedan was Aeronca's four-seat addition to its pair of two-seat airplanes, the Champ and Chief, both of which had entered production in 1946. The four-place design gave Aeronca a lineup similar to that of its competitors. Many other companies with two-place designs had been adding four-place versions. Among these four-place competitors were the Cessna 170, PA-14 Family Cruiser, Stinson 108, Taylorcraft 15 and the Luscombe 11A Silvaire Sedan. The Aeronca Sedan was produced from 1948 until 1951, when Aeronca ceased all production of light aircraft. The Sedan production line shut down in 1950, but Sedans were still being assembled in 1951 from the remaining stock of parts. The last Sedan, which was also the last Aeronca-built airplane to fly, left the factory on October 23, 1951. Though Aeronca sold a number of its other designs after ceasing production, the company long maintained ownership of the Sedan. The HAOP-27 Krishak, built by Hindustan Aeronautics, shows some similarities to the Sedan. Some sources say that the Krishak was produced under license from Aeronca, though the differences are significant enough to call this into question. Aeronca finally parted with the design on 11 April 1991, selling it to (according to Federal Aviation Administration records) “William Brad Mitchell or Sandra Mitchell”. On 10 July 2000, ownership of the design passed to Burl A. Rogers, owner of Burl's Aircraft of Chugiak, Alaska. Since 2000 Burl's Aircraft has provided parts and technical support to Sedan owners and operators. Burl's Aircraft production On February 21, 2008, Burl's Aircraft announced that the company was building new Sedan fuselages and a new style fuel valve.[citation needed] On December 8, 2009, Burl's Aircraft announced that they were commencing building new 15AC Sedans. Since Aeronca still exists, but no longer holds the type certificate, the new production aircraft will be marketed by Burl A. Rogers and Burl's Aircraft LLC as the Rogers 15AC Sedan. Operational history The Sedan was designed to be a docile airplane but also a good performer. Pilots found that the Sedan, with its large interior, had plenty of room for baggage and passengers. With its large wing, it had good takeoff performance, and was capable of short takeoff and landing operations. It found a niche as a personal aircraft and in commercial bush flying roles; it could also be equipped for agricultural work. Though the commercial roles have been largely taken over by more modern designs, many Sedans remain in use as personal airplanes. Their ongoing operation is aided by the availability of support from the design owner. Record flights A Sedan was chosen by pilots Bill Barris and Dick Riedel for their attempt to set a time aloft record in 1949. Their flight was sponsored by the local chamber of commerce and the Sunkist growers association, the second sponsor accounting for the naming of the aircraft as the Sunkist Lady. (The accompanying support aircraft, also a Sedan, was called the Lady’s Maid.) Departing from the Fullerton, California, Municipal Airport on March 15, the flight crossed the United States to Miami, Florida, where bad weather forced the pilots to circle for 14 days before making the return trip to Fullerton. Along the way, fuel and food were passed from vehicles on the ground to the pilots during low passes over airport runways. Having reached Fullerton on April 11, the pilots kept flying around the local area until April 26, finally landing at Fullerton Municipal Airport and setting a record of over 1,008 hours, or 42 days, in the air. The Fullerton record was short lived. Inspired by the flight at Fullerton, later in 1949, Yuma, Arizona, decided to sponsor its own time aloft record attempt. The city needed publicity as it was experiencing economic hard times due to the 1946 closure of Yuma Army Air Field. Pilots Woody Jongeward and Bob Woodhouse piloted the City of Yuma, a Sedan borrowed from local owners, modified for the flight and painted with the slogan, “The City with a Future.” The flight began on August 24, with the aircraft remaining in the Yuma area throughout, and ended after more than 1,124 hours, or nearly 47 days in the air, on October 10. In 1997, the record-setting airplane was located and returned to Yuma; made airworthy again, it flew on October 10, 1999, to commemorate the 50th anniversary of the end of the record flight. The "City of Yuma" airplane and the refueling car are now on display at City Hall in Yuma. Variants Aeronca 15AC Sedan Basic model, certified 23 September 1948 and produced 1948-1951. Specified engines are Continental C-145-2 or Continental O-300-A and Franklin 6A4-165-B3 or Franklin 6A4-150-B3 under a Maine Air Service Franklin Aeronca Conversion Kit. Aeronca S15AC Sedan Seaplane model, certified 23 September 1948. Same as the model 15AC except for float installation, larger elevator trim tab and fuselage reinforcements. Rogers 15AC Sedan Proposed new version for production commencing 2010. The prototype aircraft, under construction in December 2009, will be equipped with Lycoming O-360-A1A 180 hp (134 kW) engine, 80 in (203 cm) constant speed propeller, vertically-arranged instrument panel, extended baggage compartment, large windows, dual seaplane-style doors, lightweight battery, starter, alternator and a 3200 series Alaskan Bushwheel tail wheel with a Pawnee-style tailwheel spring. Specifications (15AC Sedan) Data from Jane's All the World's Aircraft 1951-52 General characteristics Crew: 1 Capacity: 3 passengers Length: 25 ft 3 in (7.70 m) Wingspan: 37 ft 6 in (11.43 m) Height: 7 ft 0 in (2.13 m) Wing area: 200 sq ft (18.6 m2) Airfoil: NACA 4412[4] Empty weight: 1,150 lb (522 kg) Gross weight: 2,050 lb (930 kg) Fuel capacity: 40 US gal (33 imp gal; 150 L) Powerplant: 1 × Continental C-145 six-cylinder horizontally-opposed air cooled engine, 145 hp (108 kW) Performance Maximum speed: 129 mph (208 km/h, 112 kn) Cruise speed: 114 mph (183 km/h, 99 kn) at sea level (75% power) Stall speed: 53 mph (85 km/h, 46 kn) (power off) Range: 456 mi (734 km, 396 nmi) Service ceiling: 12,400 ft (3,800 m) Rate of climb: 800 ft/min (4.06 m/s) Aircraft of comparable role, configuration, and era Cessna 170 Piper Family Cruiser Piper PA-20 Pacer Stinson 108 Yakovlev Yak-12 Aeronca 50 Chief Models 50 and 65 Model 65-CA Role - Civil utility aircraft Manufacturer - Aeronca First flight - 1938 The Aeronca Model 50 Chief was an American light plane of the late 1930s. Consumer demand for more comfort, longer range and better instrumentation resulted in its development in 1938, powered by a 50-horsepower (37-kilowatt) Continental, Franklin or Lycoming engine. A 65-horsepower (48-kilowatt) Continental engine powered the Model 65 Super Chief, which was also built in a flight trainer version, the Model TC-65 Defender, with its rear seat positioned nine inches (23 centimeters) higher than the front for better visibility. Variants Aeronca 50C Chief (1938) An improved KCA with a wider cabin, powered by a 50 hp (37 kW) Continental A-50. 248 built. The first light-plane to fly non-stop from Los Angeles to New York City, on 29-30 November 1938, covering 2,785 mi (4,482 km)miles in 30hours 47minutes, averaging 90 mph (145 km/h), with an impressive fuel cost-per-mile of about one cent. Aeronca 50F Chief (1938) powered by a 50 hp (37 kW) Franklin 4AC. 40 built. Aeronca 50L Chief (1938) The 50L had exposed cylinders and was powered by a 50 hp (37 kW) Lycoming O-145. 65 built. Aeronca 50LA Chief The 50LA, with Lycoming engine, had a closed cowling. 20 built. Aeronca 50M Chief (1938) A single 50M was built, powered by a 50 hp (37 kW) Menasco M-50. Aeronca 50TC (1939) The first tandem Aeronca, introduced as competition for the Piper Cub, powered by a 50 hp (37 kW) Continental A-50. 16 built. Aeronca 50TL Tandem The 50TL was powered by a 50 hp (37 kW) Lycoming O-145. 33 built. Aeronca 60TF (1940) Essentially the same as the50TC, powered by a 60 hp (45 kW) Franklin 4AC conferring slightly increased performance. Aeronca 60TL Tandem Powered by a 60 hp (45 kW) Lycoming O-145. 118 built for the USAAF as the O-58B, powered by a 65 hp (48 kW) Continental A-65. Aeronca 65C Chief (1938) Powered by a 65 hp (48 kW) Continental A-65. 279 were built, many of which were impressed by the USAAF as O-58/L-3s in 1942. Aeronca 65CA Super Chief The 65C with an optional 8 US gal (30 L) auxiliary fuel tank, and other deluxe appointments. 655 built. Aeronca 65LA Chief (1939) Powered by a 65 hp (48 kW) Lycoming O-145. 87 built. Aeronca 65LB Super Chief (1940) Powered by a 60 hp (45 kW) Lycoming O-145. 199 built. Aeronca 65TC Tandem (1940) Powered by a 65 hp (48 kW) Continental A-65. 112 built. Aeronca 65TAC Defender Tandem seating for military training, 154 built. Aeronca 65TF Tandem 1940) Powered by a 65 hp (48 kW) Franklin 4AC, 59 built. Aeronca 65TAF Defender 115 built. Aeronca 65TL Tandem (1940) Powered by a 65 hp (48 kW) Lycoming O-145. 299 built plus 4 YO-58, 20 O-58, 701 L-3B, and 499 L-3C, plus 253 TG-5 gliders to the USAAF. Aeronca 65TAL Defender 100 built. Specifications (Model 50-C Chief) Data from American Planes and Engines for 1939 General characteristics Crew: 1 Capacity: 1 passenger Length: 21 ft 1 in (6.43 m) Wingspan: 36 ft 0 in (10.97 m) Height: 6 ft 3 in (1.91 m) Wing area: 169 sq ft (15.7 m2) Empty weight: 669 lb (303 kg) Gross weight: 1,130 lb (513 kg) Fuel capacity: 12 US gal (10.0 imp gal; 45 L) Powerplant: 1 × Continental A50 air-cooled flat-four piston engine, 50 hp (37 kW) Performance Maximum speed: 100 mph (160 km/h, 87 kn) at sea level Cruise speed: 90 mph (140 km/h, 78 kn) Stall speed: 35 mph (56 km/h, 30 kn) Range: 250 mi (400 km, 220 nmi) Service ceiling: 14,000 ft (4,300 m) Rate of climb: 550 ft/min (2.8 m/s) Aeronca L-3 (Aeronca 60 Tandem) L-3 Grasshopper Role - Observation and liaison aircraft Manufacturer - Aeronca Aircraft First flight - 1941 Primary user - United States Army Air Forces Developed from - Aeronca 50 Chief The Aeronca L-3 group of observation and liaison aircraft were used by the United States Army Air Corps in World War II. The L-3 series were adapted from Aeronca's pre-war Tandem Trainer and Chief models. Design and development In 1941, the United States Army Air Corps ordered four examples of the Aeronca 65 TC Defender, designated YO-58, for evaluation of the suitability of light aircraft for observation and liaison purposes. (It also placed similar orders with Piper and Taylorcraft Aircraft.) Service tests during the US Army's annual maneuvers proved successful, and resulted in large orders being placed. In 1942, the O-58 was redesignated L-3. When American forces went into combat after Pearl Harbor, the Army Air Force used the L-3 in much the same manner as observation balloons were used during World War I - spotting activities and directing artillery fire. It was also used for liaison and transport duties and short-range reconnaissance which required airplanes to land and take off in short distances from unprepared landing strips. Liaison pilots would train on L-3s before moving on to front-line aircraft like the Piper L-4 or the Stinson L-5. Some L-3s were shipped to North Africa, and subsequently given to the Free French Forces in the area at the time. At least one of the aircraft served with US forces in Italy. And minimally one other did service in Normandy, as reported by the Detroit Free Press on 25 June 1944, with a photograph indicating transport of medical supplies to the advancing front-line regiments. The TG-5 was a three-seat training glider of 1942 based upon the O-58 design. This aircraft retained the O-58's rear fuselage, wings, and tail while adding a new front fuselage in place of the engine. In all, Aeronca built 250 TG-5 gliders for the Army. The Navy received three as the LNR-1. Variants (O-58 designation replaced by L-3 designation in April 1942.) YO-58 - Four aircraft with a 65 hp (48 kW) Continental YO-170-3 engine. O-58 / L-3 - production order of 50, most used for training in the US. O-58A / L-3A - Fuselage widened four inches and extended greenhouse canopy. 20 built. O-58B / L-3B - Modified canopy and additional radio equipment. 875 built. O-58C / L-3C - As O-58B/L-3B but with radio equipment removed for use as trainer. 490 built. L-3D - Aeronca 65TF Defender. 11 aircraft impressed. L-3E - Aeronca 65TC Defender. 12 aircraft impressed. Continental engine. L-3F - Aeronca 65CA Defender. 19 aircraft impressed. L-3G - Aeronca 65L Super Chief with side by side seating. 4 aircraft impressed. Lycoming engine. L-3H - Aeronca 65TL Defender. 1 aircraft impressed. Lycoming engine. L-3J - Aeronca 65TC Defender 1 additional aircraft impressed. Continental engine. JR-1 - Three L-3Cs supplied to the US Navy. TG-5 - 250 were built as training gliders for the USAAC. TG-33 - TG-5 converted for prone pilot. LNR - Three TG-5s supplied to the US Navy. Operators 1. Brazil Brazilian Air Force (L-3C) 2. Cuba Cuban Air Force (received 11 L-3Bs under Lend-Lease) 3. Chile (Chilean Air Force (30 L-3B delivered to Chile via Lend-Lease program in 1943, all delivered to civil aero clubs. 4 Survivors. CC-KGA at La Ligua, CC-SHA at Chile's Aviation Museum. Two examples in the hands of restorers at Tobalaba airfield, Santiago, and Los Angeles.) 4. Dominican Republic Dominican Air Force (received 3 L-3Bs in 1943) 5. United States United States Army Air Forces United States Navy 6. Venezuela Aviación Militar (received three L-3Bs) Surviving aircraft Aside from 15 L-3s (2 L-3, 7 L-3B, and 6 L-3C) that remain on the US civil registry as of June 2016,[9] a number have also found their way into museums. 42-7796 - O-58A airworthy with Mark A. Henry of Dickinson, Texas. 42-7798 - O-58A airworthy with Blake W. Henderson of Westmoreland, Tennessee. 42-14773 - L-3 airworthy with Audie L. Hollon of Milan, Missouri. 42-36152 - O-58B airworthy with Lee H. Montgomery in Corsicana, Texas. Previously with the Alamo Liaison Squadron in San Antonio, Texas. 42-36200 - L-3B on static display at the National Museum of the United States Air Force at Wright-Patterson AFB near Dayton, Ohio. 43-1844 - O-58B airworthy at the Port Townsend Aero Museum in Port Townsend, Washington. 43-26772 - L-3B on static display at the Air Zoo in Kalamazoo, Michigan. 43-26819 - L-3B on static display at the Museo Nacional Aeronáutico y del Espacio in Santiago, Chile. 43-27184 - L3-B Being restored in Sturgis, Mi. 058B-13213 NC 47262. Unknown - L-3B on static display at the Museum of Flight in Seattle, Washington. Unknown - L-3B airworthy at the Cavanaugh Flight Museum in Addison, Texas. Unknown - L-3 airworthy at the Wings of Eagles Discovery Center in Elmira, New York. Unknown - L-3 on display at the Vintage Flying Museum in Fort Worth, Texas. Unknown - L-3B airworthy at the Western Antique Aeroplane & Automobile Museum in Hood River, Oregon. Unknown - L-3E airworthy with Air Group One of the Commemorative Air Force in El Cajon, California. Unknown - L-3E under restoration with the Spirit of Tulsa of the Commemorative Air Force in Tulsa, Oklahoma. Unknown - L-3E airworthy with the Missouri Wing of the Commemorative Air Force in Portage Des Sioux, Missouri. Unknown - O-58B airworthy with Nicholas S. Kapotes of Pompton Plains, New Jersey. 43-26861 - O-58B airworthy with James S. Tate of Nashville, Tennessee. Unknown - L-3 on static display at the National D-Day Memorial in Bedford, Virginia. 058B2692 - L-3B airworthy with Air1 Aircraft of Westfield, Massachusetts. 058B6212 - O-58B airworthy with Bruce Gapstur of Belle Plaine, Iowa. 058B-8272 - O-58B airworthy with Todd H. Dickens of Charlotte, North Carolina. 31316 - 65-TAC-L3 airworthy at La Victoria de Chacabuco Airport in Chile. Registered as CC-AVO. Specifications (L-3C) Data from Jane's Fighting Aircraft of World War II General characteristics Crew: 2: pilot, observer Length: 21 ft 10 in (6.67 m) Wingspan: 35 ft 0 in (10.67 m) Height: 9 ft 1 in (2.74 m) Wing area: 169 sq ft (15.6 m2) Empty weight: 835 lb (379 kg) Gross weight: 1,260 lb (572 kg) Powerplant: 1 × Continental O-170-3 OR a Continental A-65-8 flat-4 engine, 65 hp (48 kW) Performance Maximum speed: 87 mph (139 km/h, 76 kn) Cruise speed: 79 mph (126 km/h, 69 kn) Stall speed: 46 mph (73 km/h, 40 kn) Range: 218 mi (350 km, 189 nmi) Service ceiling: 10,000 ft (3,050 m) Rate of climb: 404 ft/min (2.05 m/s) Wing loading: 7.45 lb/sq ft (36.1 kg/m2) Power/mass: .051 hp/lb (85 W/kg) Aeronca Chief family Related development Aeronca 50 Chief Aircraft of comparable role, configuration, and era Taylorcraft L-2 Piper L-4 Levente II Aeronca Chief family Chief Model 65CA Role - Civil utility aircraft National origin - United States of America (USA) Manufacturer - Aeronca First flight - 1937 Produced - 1936 to 1949 Number built - ca 13,700 Developed from - Aeronca C Variants - Aeronca K / Aeronca L-3 / Aeronca 11 Chief / Aeronca Champion / Aeronca 50 Chief The Aeronca K series, Aeronca Chief, Aeronca Super Chief, Aeronca Tandem, Aeronca Scout, Aeronca Sea Scout, Aeronca Champion and Aeronca Defender were a family of American high-winged light touring aircraft, designed and built starting in the late 1930s by Aeronca Aircraft. Design and development Aeronca was noted for producing light side-by-side two-seat touring aircraft since the introduction of the Aeronca C-2 in 1929. A more refined aircraft with an improved undercarriage and steel tube wing bracing struts in place of wires, was developed in 1937 as the Aeronca K, powered by a 42 hp (31 kW) Aeronca E-113 engine, beginning the long line of Aeronca high wing touring, training, military liaison and observation aircraft of the 1930s and 1940s. The K series was powered by a variety of 40 hp (30 kW) to 50 hp (37 kW) Aeronca, Continental, Franklin or Menasco engines. Consumer demand for more comfort, longer range and better instrumentation resulted in development of the Aeronca 50 Chief in 1938. Although little more than an incremental development of the K series the Model 50 heralded a new designation system used for the high-winged tourers, including the manufacturer and power rating of the engine, dropping the letter designation system. Thus the Aeronca 65CA Super Chief' was powered by a 65 hp (48 kW) Continental A-65 with side-by-side seating and improvements over the 65C Super Chief. Other developments included tandem seating for use as trainer, liaison, observation aircraft or glider trainers as well as float-plane versions. Throughout the production life of the Aeronca Chief family the aircraft was improved incrementally, from a rather basic specification to a reasonably comfortable tourer with car-style interior. Description The Aeronca high-wing formula used a welded steel tube fuselage covered with fabric, wooden wings covered with plywood and fabric braced by V-struts to the rear undercarriage attachment point on the lower fuselage. Tail surfaces were also built up with welded steel tubing covered with fabric. The fixed tail-wheel undercarriage, sprung with oleo struts and faired triangular side members hinged at the fuselage. A small tail-wheel on a spring steel leaf at the extreme rear of the fuselage completed the under-carriage. The engine is fitted conventionally in the nose and was either semi-cowled or fully cowled using sheet aluminium alloy, depending on model. Some civilian models had side-by-side seating in a well-glazed cabin under the wing centre-section, with entry through car style doors either side. A tandem seating arrangement was developed for training and military models with the rear seat mounted 9 in (229 mm) inches higher than the front to allow the instructor to use the same instruments as the trainee and improve forward view from the back seat. Tandem seat aircraft had extensively glazed cockpits to allow good all-round visibility. A wide variety of engines were available for use on the Aeronca Chief series, including home grown Aeronca engines and Continental, Franklin, Menasco or Lycoming engines. The engine installed was reflected in the designation using the initial letter as a suffix in the designation. Aeronca continued development during World War II, introducing the tandem seating Aeronca 7 Champion, taking advantage of the refinements developed with previous versions. The Champion is often regarded as a completely new design, but the influence of the Chief and Tandem is readily apparent. A side-by-side version was also introduced in 1945 as the Aeronca 11 Chief. Military versions of the Aeronca 7 series were operated by the USAF as the Aeronca L-16. Operational history Civilian aircraft proved popular as touring aircraft and as trainers. Military aircraft found employment as trainer, liaison, observation aircraft primarily with the USAAF. Operators (military) 1. United States United States Army Air Forces United States Air Force United States Navy (XLRN-1) Variants Aeronca CF Scout (1936) Precursor to the KC Scout, powered by a 40 hp (30 kW) Franklin 4AC. 6 built. Aeronca K (1937). A drastic re-design of the Aeronca C using steel tube braced wings in place of king-posts and wire bracing, new undercarriage, enclosed cabin, more powerful engine and many other detail refinements. Initial versions had a door on one side only. Powered by a 42 hp (31 kW) Aeronca E-113. 344 built. Aeronca KC Scout (1937) detail improvements including doors either side. Powered by a 40 hp (30 kW) Continental A-40. 34 built. Aeronca KC Sea Scout Float-plane conversions of the two-door Scout. Aeronca KCA Chief (1938) Introduced a wider cabin for improved comfort, evolved into the wide-cabin 50C Chief. Powered by a 50 hp (37 kW) Continental A-50. 62 built. Aeronca KF Chief (1938) a Franklin engined version of the Model K. Evolved into the 50F Chief. Powered by a 50 hp (37 kW) Franklin 4AC. 5 built. Aeronca KM Chief (1938) a Menasco engined version of the Model K. Evolved into the 50M Chief. Powered by a 50 hp (37 kW) Menasco M-50. 9 built. Aeronca KS Sea Scout (1937) Production float-plane versions of the Model K. 13 built. Aeronca 50C Chief (1938) An improved KCA with a wider cabin, powered by a 50 hp (37 kW) Continental A-50. 248 built. The first light-plane to fly non-stop from Los Angeles to New York City, on 29-30 November 1938, covering 2,785 mi (4,482 km)miles in 30hours 47minutes, averaging 90 mph (145 km/h), with an impressive fuel cost-per-mile of about one cent. Aeronca 50F Chief (1938) powered by a 50 hp (37 kW) Franklin 4AC. 40 built. Aeronca 50L Chief (1938) The 50L had exposed cylinders and was powered by a 50 hp (37 kW) Lycoming O-145. 65 built. Aeronca 50LA Chief The 50LA, with Lycoming engine, had a closed cowling. 20 built. Aeronca 50M Chief (1938) A single 50M was built, powered by a 50 hp (37 kW) Menasco M-50. Aeronca 50TC (1939) The first tandem Aeronca, introduced as competition for the Piper Cub, powered by a 50 hp (37 kW) Continental A-50. 16 built. Aeronca 50TL Tandem The 50TL was powered by a 50 hp (37 kW) Lycoming O-145. 33 built. Aeronca 60TF (1940) Essentially the same as the50TC, powered by a 60 hp (45 kW) Franklin 4AC conferring slightly increased performance. Aeronca 60TL Tandem Powered by a 60 hp (45 kW) Lycoming O-145. 118 built for the USAAF as the O-58B, powered by a 65 hp (48 kW) Continental A-65. Aeronca 65C Chief (1938) Powered by a 65 hp (48 kW) Continental A-65. 279 were built, many of which were impressed by the USAAF as O-58/L-3s in 1942. Aeronca 65CA Super Chief The 65C with an optional 8 US gal (30 L) auxiliary fuel tank, and other deluxe appointments. 655 built. Aeronca 65LA Chief (1939) Powered by a 65 hp (48 kW) Lycoming O-145. 87 built. Aeronca 65LB Super Chief (1940) Powered by a 60 hp (45 kW) Lycoming O-145. 199 built. Aeronca 65TC Tandem (1940) Powered by a 65 hp (48 kW) Continental A-65. 112 built. Aeronca 65TAC Defender Tandem seating for military training, 154 built. Aeronca 65TF Tandem (1940) Powered by a 65 hp (48 kW) Franklin 4AC, 59 built. Aeronca 65TAF Defender 115 built. Aeronca 65TL Tandem (1940) Powered by a 65 hp (48 kW) Lycoming O-145. 299 built plus 4 YO-58, 20 O-58, 701 L-3B, and 499 L-3C, plus 253 TG-5 gliders to the USAAF. Aeronca 65TAL Defender 100 built. Aeronca 7AC Champion (1944) The Tandem/Defender re-vitalised for the postwar market, powered by a 65 hp (48 kW) Continental A-65-8, 7,200 were built and aircraft for the USAAF were designated L-16. Revived in 1954 as the Champion Citabria, which later became the Bellanca Citabria. Aeronca 7ACS Champion (aka S7AC) Floatplane versions of the 7AC. Aeronca 7BCM Champion (1947) Powered by an 85 hp (63 kW) Continental C-85-8 and fitted with improved undercarriage, reinforced fuselage, and other refinements. 509 were built, all of which were delivered to the USAAF as Aeronca L-16As. Aeronca 7CCM Champion (1948) Powered by a 90 hp (67 kW) Continental C-90-8F (O-205-1), fitted with a larger dorsal fin and wing tanks. 125 civilian models were built. (100 built for the USAAF as the L-16B). Aeronca 7DC (1948) Powered by an 85 hp (63 kW) Continental C-85-8, fitted with a dorsal fin and larger tail-plane. 168 built. Aeronca 7DCM Farm Wagon The 7DC fitted with a wood-lined cargo bin. Aeronca 7DCS Champion The 7DCS (akaS7DC) was the float-plane version with a ventral fin. Aeronca 7EC Traveller (1949) Powered by a 90 hp (67 kW) Continental C-90-12F, the first Aeronca offering a starter and a generator. 96 built. Resurrected as the Champion 7EC in 1955. Aeronca 7ECS Champion The 7ECS (akaS7EC) was the float-plane version of the 7EC with a ventral fin and floats. Aeronca 7FC Tri-Traveller (1949) A single prototype of a 7EC fitted with a Tricycle undercarriage. Aeronca 11AC Chief (1945) Powered by a 65 hp (48 kW) Continental A-65, post-war production of the chief with more refined interior and other improvements. 1,862 built. Shares no parts with the previous pre-war Chief, but 70% of parts are shared with the 7 series Champion. Used as the basis for the Hindustan Aeronautics HAL-26 Pushpak trainer in 1958. Aeronca 11ACS Chief (aka S11AC), the floatplane version of the 11AC Chief. Aeronca 11BC Chief (1945) Powered by an 85 hp (63 kW) Continental C-85-8F. 180 built. Aeronca 11BCS Chief Floatplane version of the 11BC. Aeronca 11CC Super Chief (1948) Powered by an 85 hp (63 kW) Continental C-85-8F, the 11CC introduced a higher gross weight, and wider centre of gravity range. 276 built. Aeronca 11CCS Super Chief (akaS11CC), the floatplane version of the 11CC Super Chief. Aeronca O-58 Grasshopper (1941) The military version of the Model 65T Tandem with greenhouse cabin and 65 hp (48 kW) YO-170 / O-170-3, similar to civil models. Originally designated in the Observation category, changed to the Liaison category in 1942. Aeronca L-3 (YO-58 / O-58) 54 built. Aeronca L-3A (O-58A) 20 built. Aeronca L-3B (O-58B) 875 built. Aeronca L-3C With no radio and reduced weight. 490 built. Aeronca L-3D Eleven 65TF, with Franklin 4AC-167 engines, impressed into the USAAF. Aeronca L-3E Twelve 65TC, with Continental A-65-8 engines, impressed into the USAAF. Aeronca L-3F Nineteen Super Chiefs, with Continental A-65-8 engines, impressed into the USAAF. Aeronca L-3G Four Super Chiefs, with Lycoming O-145-B1 engines, impressed into the USAAF. Aeronca L-3H One 65TL, with Lycoming O-145-B1 engine, impressed into the USAAF. Aeronca L-3J One 65TC, with Continental A-65-7 engine, impressed into the USAAF. Aeronca TG-5 A trainer for glider pilots produced by removing the engine, fairing in the nose and fitting a tow hook for aero-towing. 253 built. Aeronca TG-33 A single TG-5 converted for prone-pilot tests. Aeronca XLNR-1 Three TG-5 gliders transferred to the US Navy. Aeronca L-16A All 509 Aeronca 7BCM aircraft were delivered to the USAAF as the L-16A. Aeronca L-16B Production of the 7CCM Champion for the USAF, 100 built as the L-16B. Aircraft on display The original prototype 50-C (s/n C-1018) is on display at the New England Air Museum, Bradley International Airport, Windsor Locks, CT. There is an Aeronca 65TC on display at the Pacific Aviation Museum in Hawaii that was in the air at the time of the Pearl Harbor attack. Specifications (Model 65C Chief) Data from American Planes and Engines for 1940 General characteristics Crew: 1 Capacity: 1 passenger Length: 21 ft 1 in (6.43 m) Wingspan: 36 ft 0 in (10.97 m) Height: 9 ft 0 in (2.74 m) Wing area: 169 sq ft (15.7 m2) Empty weight: 675 lb (306 kg) Gross weight: 1,150 lb (522 kg) Powerplant: 1 × Continental A-65 four-cylinder, air-cooled horizontally-opposed piston aircraft engine, 65 hp (48 kW) Performance Maximum speed: 105 mph (169 km/h, 91 kn) at sea level Cruise speed: 98 mph (158 km/h, 85 kn) Stall speed: 35 mph (56 km/h, 30 kn) Range: 250 mi (400 km, 220 nmi) Service ceiling: 15,000 ft (4,600 m) Rate of climb: 650 ft/min (3.3 m/s) Related development Aeronca Chief Bellanca Citabria Aeronca 50 Chief Aircraft of comparable role, configuration, and era Interstate Cadet Luscombe T-8F Piper J-3 Cub Porterfield 65 Collegiate Taylorcraft L-2 Piper L-4 Aeronca C-1 Cadet C-1 Cadet Role - Single-seat light sport aircraft National origin - United States Manufacturer - Aeronca First flight - 1931 Number built - 3 The Aeronca C-1 Cadet was a high performance version of the Aeronca C-2 developed by Aeronca and first flown in 1931. Development The C-1 was a wire-braced high-wing monoplane with a fixed tail skid landing gear and powered by a 36 hp (27 kW) Aeronca E-113 flat-twin piston engine. Apart from a more powerful engine the C-1 also had a strengthened fuselage and reduced span wings compared with the C-2. Only three were built and following the death of a company executive when the prototype crashed, one was scrapped and the other was converted into an Aeronca C-2N. Specifications Data from Orbis General characteristics Crew: 1 Wingspan: 29 ft 0 in (8.84 m) Wing area: 115 sq ft (10.7 m2) Empty weight: 426 lb (193 kg) Max takeoff weight: 700 lb (318 kg) Powerplant: 1 × Aeronca E-113 flat-twin piston, 36 hp (27 kW) Performance Maximum speed: 95 mph (153 km/h, 83 kn) Cruise speed: 80 mph (130 km/h, 70 kn) Service ceiling: 12,500 ft (3,800 m) Aeronca C-2 Aeronca C-2 Role - Monoplane National origin - United States Manufacturer - Aeronca Aircraft Designer - Jean A. Roche First flight - 1929 Number built - 164 Developed from - 1925 Roche Monoplane Variants - C-1 Cadet, Aeronca C-3 Master The Aeronca C-2 is an American light monoplane designed by Jean A. Roche and built by Aeronca Aircraft. Development Roche Monoplane Jean A. Roche was a U.S. Army engineer at McCook Field airfield in Dayton, Ohio. Roche developed an aircraft with automatic stability and was granted U. S. Patent No. 1,085,461. Roche published his engineering ideas for the aircraft in Aerial Age Weekly and Slipstream Monthly magazines. The prototype was started in Ohio in 1923 with the assistance of fellow engineer Quinten Dohse. The aircraft used a triangular cross-section welded steel tube fuselage, with wood wings, was fabric-covered, and used wire bracing throughout. A Henderson engine was installed, but did not perform well. Next a custom 29 hp two-cylinder Morehouse engine was developed for the aircraft. On September 1, 1925, the aircraft was successfully test flown. Many pilots including Jimmy Doolittle tried out the aircraft. Wright Aeronautical hired Morehouse and rights to his Wright-Morehouse WM-80 engine. Left without an engine, They turned to Robert E. Galloway of the Aeronautical Corporation of America to use the Aeronca E-107 engine. The rights to the aircraft were sold to Aeronca in 1928 as the basis for the C-2 Design. Aeronca C-2 The Aeronca C-2, powered by a tiny two-cylinder engine, made its first flight in October 1929, with its public debut in St. Louis in February 1930. It was flying at its most basic - the pilot sat on a bare plywood board. The C-2 featured an unusual, almost frivolous design with an open-pod fuselage that inspired its nickname, The Flying Bathtub. (It was also nicknamed "Airknocker" and "Razorback".) The general design of the C-2 could have been inspired by Jean Roche's initial flight experiences with an American-built copy of the Santos-Dumont Demoiselle, which had a similar triangular "basic" fuselage cross-section, and wire-spoked main landing gear wheels against the fuselage sides. Equipped with only four instruments (altimeter, oil temperature, oil pressure, and tachometer), a stick, and rudder pedals (brakes and a heater at extra cost), the C-2 was priced at a low $1,555 (later US$1,245), bringing the cost of flying down to a level that a private citizen could perhaps reach. Aeronca sold 164 of the economical C-2s at the height of the Great Depression in 1930-1931, helping to spark the growth of private aviation in the United States. The Aeronca C-2 also holds the distinction of being the first aircraft to be refueled from a moving automobile. A can of gasoline was handed up from a speeding Austin automobile to a C-2 pilot, (who hooked it with a wooden cane) during a 1930 air show in California. A seaplane version of the C-2 was also offered, designated the PC-2 and PC-3 ("P" for pontoon) with floats replacing the wheeled landing gear. A single Aeronca C-2 was converted to a glider by H.J. Parham in England after an inflight engine failure and forced landing. The nose was faired in after the removal of the engine. It first flew as a glider 15 May 1937 and went to the Dorset Glider Club but was destroyed in the club hangar during a storm in November 1938. Variants Aeronca C-2 Single-seat light sporting aircraft, powered by a 26-hp (19-kW) Aeronca E-107A piston engine. Aeronca C-2 Deluxe Improved version, with a wider fuselage and a number of design improvements. Aeronca C-2N Scout Deluxe sporting aircraft, powered by a 36-hp (27-kW) Aeronca E-112 or E-133A piston engine. Four built. Aeronca PC-2 Seaplane version of the C-2. Aeronca PC-2 Deluxe Seaplane version of the C-2 Deluxe. Surviving aircraft Canada A-9 - C-2 on static display at the Canada Aviation and Space Museum in Ottawa, Ontario. United States 2 - C-2 on static display at the Udvar-Hazy Center of the National Air and Space Museum in Chantilly, Virginia. It is the first prototype of the Aeronca C-2 and bears the registration NX626N. It was donated to the museum in 1948 by Aeronca and was restored in 1976. 27 - C-2 airworthy at the Yanks Air Museum in Chino, California. 67 - C-2 on static display at the Ohio History Center in Columbus, Ohio. A-106 - C-2N airworthy owned by Craig MacVeigh of Seattle, Washington. A-151 - C-2N is on display at the Shannon Air Museum in Fredericksburg, Virginia. A-253 - C-2N on static display at the EAA AirVenture Museum in Oshkosh, Wisconsin. This particular aircraft set seven records, five of which were for seaplanes. 301-23 - C-2 on static display at the Museum of Flight in Seattle, Washington. Specifications (C-2) Data from Aeronca C-2: The Story of the Flying Bathtub General characteristics Crew: one Length: 20 ft 0 in (6.10 m) Wingspan: 36 ft 0 in (10.98 m) Height: 7 ft 6 in (2.28 m) Wing area: 142.2 sq ft (13.2 m2) Empty weight: 406 lb (184 kg) Powerplant: 1 × Aeronca E-107 1.75L flathead piston engine, 26-30 hp (19-22 kW) Performance Maximum speed: 80 mph (128 km/h, 70 kn) Cruise speed: 65 mph (104 km/h, 56 kn) Stall speed: 31 mph (50 km/h, 27 kn) Range: 240 mi (384 km, 210 nmi) Service ceiling: 16,500 ft (5,032 m) Wing loading: 4.92 lb/sq ft (24 kg/m2) Related development Aeronca C-3 Aircraft of comparable role, configuration, and era American Eaglet Curtiss-Wright Junior Mignet Pou-du-Ciel Rearwin Junior Spartan C2 Aeronca C-3 C-3 Role - Ultra-light monoplane National origin - United States Manufacturer - Aeronca Number built - 400 Developed from - Aeronca C-2 The Aeronca C-3 was a light plane built by the Aeronautical Corporation of America in the United States during the 1930s. Design and development Its design was derived from the Aeronca C-2. Introduced in 1931, it featured room for a passenger seated next to the pilot. Powered by a new 36 hp (27 kW) Aeronca E-113 engine, the seating configuration made flight training much easier and many Aeronca owners often took to the skies with only five hours of instruction - largely because of the C-3's predictable flying characteristics. Both the C-2 and C-3 are often described as “powered gliders” because of their gliding ability and gentle landing speeds. The C-3's distinctive razorback design was drastically altered in 1935 with the appearance of the “roundback” C-3 Master. Retaining the tubular fuselage frame construction, the C-3 Master featured a smaller vertical stabilizer and rudder with a “filled out” fuselage shape that created the new “roundback” appearance and improved the airflow over the tail. With an enclosed cabin (brakes and wing light still cost extra), the 1935 C-3 Master was priced at only $1,895 - just a few hundred dollars more than the primitive C-2 of 1930.[2] The low price generated significant sales; 128 C-3 Masters were built in 1935 alone (of 430 C-3s built in all),[3] and the 500th Aeronca aircraft also rolled off the assembly line that same year. A version of the C-3 with fabric-covered ailerons (instead of metal), designated the Aeronca 100, was built in England under license by Light Aircraft Ltd. (operating as Aeronautical Corporation of Great Britain Ltd.) but the expected sales never materialized - only 24 British-built aircraft were manufactured before production was halted. Production of the C-3 was halted in 1937 when the aircraft no longer met new U.S. government standards for airworthiness. Many of the C-3's peculiarities - a strictly external wire-braced wing with no wing struts directly connecting the wing panels with the fuselage, extensive fabric construction, single-ignition engine, and lack of an airspeed indicator - were no longer permitted. Fortunately for the legion of Aeronca owners, a “grandfather” clause in the federal regulations allowed their airplanes to continue flying, although they could no longer be manufactured. Variants C-3 Production variant. C-3 Master Improved variant. Aeronca 100 British-built variant powered by an Aeronca JAP J-99 (a licence built Aeronca E-113C), 21 built. Aeronca 300 Improved British variant of the Aeronca 100, one built. Ely 700 British variant with wider fuselage and two doors, two built. Surviving aircraft A-125 - C-3 on display at the Western North Carolina Air Museum in Hendersonville, North Carolina. A-189 - C-3 airworthy at the Western Antique Aeroplane & Automobile Museum in Hood River, Oregon. It is a floatplane and was built in 1931. A-194 - C-3 in storage at the Reynolds-Alberta Museum in Wetaskiwin, Alberta. It was built in 1931. A-215 - C-3 airworthy at the Western Antique Aeroplane & Automobile Museum in Hood River, Oregon. It was built in 1932. A-246 - PC-3 airworthy at the Eagles Mere Air Museum in Eagles Mere, Pennsylvania. A-258 - C-3 on static display at the San Diego Air & Space Museum in San Diego, California. A-288 - C-3 under restoration at the Wright Experience in Warrenton, Virginia. A-600 - C-3 airworthy with Paul A. Gliddon in Goathland, North Yorkshire. A-603 - C-3 airworthy with John Illsley. It was flown to South Africa from England in 1936. A-610 - C-3 airworthy with Nicholas Chittenden in Lostwithiel, Cornwall. This aircraft featured in the 1986 BBC TV film "Flying For Fun", an adaptation of the eponymous 1936 book by Major HJ Parham. A-614 - C-3 on display at the Yanks Air Museum in Chino, California. A-668 - C-3 airworthy at the EAA AirVenture Museum in Oshkosh, Wisconsin. A-673 - C-3B airworthy at the Port Townsend Aero Museum in Port Townsend, Washington. It was built in 1936. A-695 - C-3 on static display in the terminal building at Lunken Airport in Cincinnati, Ohio. A-717 - C-3 airworthy at the Golden Age Air Museum in Bethel, Pennsylvania. It is marked as NC17404. A-730 - C-3 airworthy at the Frasca Air Museum in Urbana, Illinois. A-754 - C-3 airworthy at Cole Palen's Old Rhinebeck Aerodrome in Red Hook, New York. It is registered as N17447. AB105 - Aeronca 100 airworthy with the Wingnut Syndicate in Warkworth, Auckland. 526 - C-3 in storage at the Shannon Air Museum in Fredericksburg, Virginia. 623 - C-3 airworthy at the Golden Wings Flying Museum in Blaine, Minnesota. Unknown ID - C-3 under restoration at the Aeronca Museum in Brighton, Michigan. Unknown ID - C-3 on display at the Wings of History Museum in San Martin, California. Unknown ID - C-3 under restoration at Generations in Aviation in Jacksonville, Florida. Built in 1932. (registered NC12496) Unknown ID - C-3 on static display at the Florida Air Museum in Lakeland, Florida. Specifications (C-3) Data from General characteristics Crew: 1 Capacity: 1 Passenger Length: 20 ft 0 in (6.1 m) Wingspan: 36 ft 0 in (10.98 m) Height: 7 ft 10 in (2.39 m) Wing area: 142.2 sq ft (13.2 m2) Empty weight: 569 lb (258 kg) Gross weight: 1,005 lb (456 kg) Powerplant: 1 × Aeronca E-113C horizontally opposed 2 cylinder piston engine , 36 hp (27 kW) Performance Maximum speed: 95 mph (152 km/h, 83 kn) Range: 200 mi (322 km, 170 nmi) Service ceiling: 12,000 ft (3,659 m) Aircraft of comparable role, configuration, and era Welch OW-5M Stewart Headwind Aeronca K Aeronca K National origin - United States of America Manufacturer - Aeronca Designer - Jean A. Roche Introduction - 1937 Status - Still in service Primary user - Private pilot owners Number built - 357 Developed from - Aeronca C-2 The Aeronca Model K Scout is an American light airplane first marketed in 1937, and was the true successor to the popular C-2/C-3 line. Design Powered by a dual-ignition Aeronca E-113C engine, the Model K Scout brought the Aeronca design up to modern aviation standards. Eliminating the Aeronca's traditional “bathtub” appearance, the Scout featured a strut-braced high wing with a fully enclosed cockpit seating two side-by-side. A total of 357 Aeronca Model K Scouts were built. Operational history 73 Model K were on the U.S. civil aircraft register in May 2009 and several examples are preserved in museums. The EAA AirVenture Museum in Oshkosh, Wisconsin has an example on display at its Pioneer Airport. N18877 is on display at the Yanks Air Museum in Chino, CA. Variants Model K - with Aeronca E-113C engine Model KC - with Continental A-40 engine Model KCA - with Continental A-50 engine Specifications Data from General characteristics Crew: 1 Capacity: 1 passenger Length: 20 ft 0 in (6.10 m) Wingspan: 36 ft 0 in (10.97 m) Height: 6 ft 3 in (1.91 m) Empty weight: 744 lb (337 kg) Max takeoff weight: 1,040 lb (472 kg) Powerplant: 1 × Aeronca E-113 air-cooled flat-twin piston engine, 40 hp (30 kW) Performance Maximum speed: 93 mph (150 km/h, 81 kn) Range: 250 mi (400 km, 220 nmi) Service ceiling: 12,000 ft (3,700 m) Rate of climb: 450 ft/min (2.3 m/s) Aeronca L Aeronca L Role - Cabin monoplane National origin - United States of America Manufacturer - Aeronca Aircraft Introduction - 1935 Primary user - Private pilot owners Number built - 65 The Aeronca L was a 1930s American cabin monoplane designed and built, in small numbers, by Aeronca Aircraft. It differed significantly from other Aeronca planes by the use of radial engines, streamlining, and a cantilever low wing. Design and construction Quite unlike other Aeronca designs, the Model L was a "cantilever" (no external struts for bracing) low-wing monoplane, that featured side-by-side seating in a completely enclosed cabin. The design reflected the greater attention being paid to aerodynamics in the period, including large wheel spats for the fixed undercarriage and a Townend ring for the engine. The aircraft was of mixed-construction with a welded steel fuselage and wings with spruce spars and ribs, all covered with fabric. Initial attempts to use Aeronca's own engines proved inadequate, and the company turned to small radial engines from other suppliers, particularly neighboring Cincinnati engine manufacturer LeBlond. Operational history The Model L was mainly flown by private pilot owners. The plane was not a big seller. Difficulty with engine sources, and a destructive flood, in 1937, at Aeronca's factory at Cincinnati's Lunken Airport, took the energy out of the program, and Aeronca went back to high-wing light aircraft. With the end of sales to Aeronca, LeBlond sold their engine-manufacturing operation to an Aeronca-rival planemaker, Kansas City-based Rearwin Aircraft, who resumed production of the engines under the brand name "Ken-Royce," largely for use in Rearwin planes. Variants LA Fitted with a 70 hp (52 kW) LeBlond 5DE engine, 9 built. LB Fitted with an 85 hp (63 kW) LeBlond 5DF engine, 29 built. LC Fitted with a 90 hp (67 kW) Warner Scarab Jr engine, 15 built. LCS A single LC, [NC16289], was fitted with floats to become the LCS, carrying a load of 659 lb (299 kg) for 450 mi (391 nmi; 724 km) at 100 mph (87 kn; 161 km/h). LD Fitted with a 90 hp (67 kW) Lambert R-266 5-cyl. radial engine. Surviving aircraft The EAA AirVenture Museum in Oshkosh, Wisconsin has a 1937 Aeronca LC in its collection. The Western Antique Aeroplane & Automobile Museum of Hood River, Oregon, has an airworthy Aeronica LC. Aeronca LB N16271 was in final stages of restoration as of January of 2015; Aeronca LC NC17442 (cn 2056) is also on display in the museum. Specifications (Model LC) Data from American airplanes: Aeronca General characteristics Crew: 1 Capacity: 1 passenger / 646 lb (293 kg) payload Length: 22 ft 6 in (6.86 m) Wingspan: 36 ft (11 m) Height: 7 ft (2.1 m) Wing area: 150 sq ft (14 m2) Airfoil: root: NACA 2218; tip: NACA 2209 Empty weight: 1,034 lb (469 kg) Max takeoff weight: 1,852 lb (840 kg) Powerplant: 1 × Warner Scarab Junior 5-cylinder air-cooled radial piston engine, 90 hp (67 kW) Propellers: 2-bladed fixed-pitch propeller Performance Maximum speed: 123 mph (198 km/h, 107 kn) Cruise speed: 105 mph (169 km/h, 91 kn) Stall speed: 45 mph (72 km/h, 39 kn) Range: 535 mi (861 km, 465 nmi) Aeronca L-16 L-16 Role - Liaison aircraft Manufacturer - Aeronca Primary users - United States Army / National Guard of the United States / Civil Air Patrol Produced - 1946-1950 Number built - 609 Developed from - Aeronca Model 7 Champion The Aeronca L-16 was a United States Army liaison aircraft built by Aeronca. It saw extensive service during the Korean War. It was essentially a militarized version of the Aeronca Champion. From 1955 large numbers were transferred to the Civil Air Patrol. Derived from the Aeronca Champion (Aeronca Model 7 series), the L-16 primarily replaced the similar Piper L-4 (a modified Piper Cub) in U.S. military service. The L-16 afforded generally better performance, stability, visibility and comfort, while its safety characteristics were a mix of better and worse than the L-4. Variants L-16A (7BCM Champion) 509 built, 376 of them produced for the Air National Guard, used in Korea 1950, 85 hp (63 kW) Continental O-190-1 (C85) engine. L-16B (7CCM Champion) Military version of the Model 7AC used as training aircraft for United States Army,[6] 90 hp (67 kW) Continental O-205-1 (C90) engine. 100 were built. Operators 1. United States National Guard of the United States United States Army Civil Air Patrol 2. Japan National Safety Forces Specifications (L-16B) Data from United States Military Aircraft Since 1909 General characteristics Crew: Two Length: 21 ft 6 in (6.55 m) Wingspan: 35 ft 0 in (10.67 m) Height: 7 ft 0 in (2.13 m) Wing area: 170 sq ft (16 m2) Empty weight: 890 lb (404 kg) Gross weight: 1,450 lb (658 kg) Powerplant: 1 × Continental O-205-1 (C90) air-cooled flat-four, 90 hp (67 kW) Performance Maximum speed: 110 mph (180 km/h, 96 kn) Cruise speed: 100 mph (160 km/h, 87 kn) Range: 350 mi (560 km, 300 nmi) Service ceiling: 14,500 ft (4,400 m) Rate of climb: 800 ft/min (4.1 m/s) Related development Aeronca Model 7 Champion |