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history of the Aeronca, Bellanca, American Champion Family of Aircraft
By Tom Beamer - tom@theairport.com
Page 1 - Aeronca
Beginnings Page 2 -
Aeronca/Champion/Bellanca-Champion/American Champion Models Page 3 - Early
Aircraft Designations Page 4 - The
Citabria Era Designations Page 5 - The 8
Series Page 6 - And….. Page 7 - Structure
(Fuselage and Wings) Aeronca/Champion/Bellanca-Champion/American
Champion Models The number “7” designates the seventh
Aeronca design, the letter “A” the first model in the series (“G” is the
seventh model in the 7 series design), “C” is Continental powered (“F” for
Franklin and “L” for Lycoming were never used because unlike prior Aeronca
designs the Champion (Model 7) and Chief (Model 11) were never offered with
Franklin or Lycoming engines due to the overwhelming success of the small
Continentals in the post-war era. By the time Lycomings were installed the
use of the second letter for engine manufacturer was superfluous because
there were no other options within a given model and the letter “C” was
frequently thought to stand for Champion, and later it could have stood for
Citabria. “M” was used as a suffix to
designate military models, confusingly some military models were sold on the
civilian market minus military configuration and equipment. “S” was used as a
prefix to designate seaplane models, with changes in regulations seaplane
approval no longer required a separate certification so this was only used
for four models. “A” was used for
agricultural, aerobatic, and just to denote a subsequent version of a given
model (7ACA). Some of the confusing usage of suffixes is due to changes of
ownership and management but the first suffix letter clearly notes heritage
within the original design sequence in the 7 series even if there were many
subsequent changes and suffixes added. All 7 series aircraft subsequent to the
7AC are approved as amendments to Type Certificate A-759 dated 18 October
1945, the TCDS is a wealth of valuable, and interesting information and
should be downloaded and saved by anyone who’s interest is more than simply
fueling and flying, anything installed on an airworthy aircraft must be
listed on the TCDS, be approved on a STC, or be Field Approved. A-759
approval conforms to CAR 4 with subsequent amendments by the FAA and requires
a hands off spin recovery in 1.5 turns from a 6 turn spin, the Citabria
(Airbatic spelled in reverse) was the first aircraft certified in the new
aerobatic Category. With the current interest in aerobatics, and a plethora
of excellent dedicated aerobatic mounts, it is easy to forget that when the
Citabria was certified it began a rebirth of aerobatics. Prior to the
Citabria aerobatics usually meant a tired old biplane, an equally tired WWII
trainer, or a Clipwing Cub. In today’s world of high performance aerobatic
mounts it’s easy to lose sight of the fact that the original Citabria was
arguably a better aerobatic performer than the common stock biplanes in
limited use, very limited use, as aerobatic trainers in the mid-60’s. The 8 series aircraft are certified
under Type Certificate A21CE dated 16 October 1970; these aircraft comply
with the modern FAR 23 certification standards. The reason Champion certified
the Decathlon under FAR 23 and a new TC was that FAR 23 allowed use of flight
controls for spin recovery thereby allowing design, and approval, of a better
aerobatic aircraft. Subsequently the 8GCBC was approved as an amendment to
A21CE because the relaxed spin recovery requirement of FAR 23 allowed a
higher gross weight and wider CG range.
Given that the two 8 series aircraft are simply Part 23 derivatives of
comparable 7 series aircraft the only designation change was the number. There are too many detailed differences
between models, and even options within a given model to list. There are differences
in structure, approved and required equipment, rigging, weight and balance
limits, landing gear, engine, etc. A close reading of the TCDS for the model
of interest is required to gain further insight. One important difference between CAR 4 and current Parts 23 standards is that early production aircraft were only required to have a Table of Operations Limitations on board, this was typically a single 8.5X11 sheet that simply listed aircraft, engine, and weight and balance limits, there were rarely any detailed charts or descriptions of procedures or systems. Aircraft produced after 1 March 1979 are required to have an FAA Approved AFM on board for operations.
Page 1 - Aeronca
Beginnings Page 2 -
Aeronca/Champion/Bellanca-Champion/American Champion Models Page 3 - Early
Aircraft Designations Page 4 - The
Citabria Era Designations Page 5 - The 8
Series Page 6 - And….. Page 7 - Structure
(Fuselage and Wings) |