Founded by the Taft family (as in President Taft) in 1928 as the Aeronautical Corporation of America in Cincinnati, Aeronca moved to Middletown in 1940 after their original Lunken airport factory was under water (“Sunken Lunken”) in the flood of 1937. Aeronca is credited with building the first practical light aircraft in America. While eclipsed in the popular media by William T. Piper’s exceptional marketing skills Aeronca was arguably the only light aircraft manufacturer to be truly competitive, it was well managed, well financed, and had excellent engineering. The first production model, the C-2, was quickly developed into the much improved C-3 which while homely was a success. Aeronca was almost unique in that they built both aircraft and engines, the Aeronca C-3 was powered by the Aeronca E-113 36 hp engine. One design trait shared by all Aeronca designs, except the Tandem Trainer and military L-3’s, was a three longeron fuselage. The prototype of all Aeroncas, the C-1, was derived from a training glider developed for the Army Air Service. Jean Roche (designer), John Dohse (assistant designer), and Harold Morehouse (engine designer), were all employed in senior positions at nearby McCook Field which at that time was the center of Army Air Service R&D, the Edwards AFB of the era. The original test pilot was also from McCook. The Aeroncas had excellent credentials and were quickly accepted.

Aeronca built on the success of the C-3 with a more comfortable and attractive series of high-wing side-by-side models (with multiple and initially confusing designation systems), a very attractive low wing, and the Tandem Trainer from which the 7 series was developed late in WWII. In an era when the typical tandem aircraft was soloed from the rear seat the Tandem Trainer was soloed from the front seat and the rear seat was elevated six inches for instructor visibility, I can attest to the fact that this was a very nice feature. The design goal for the Champion was to build on the success of the Tandem Trainer and provide an attractive trainer that didn’t have the shortcomings of the Cub. Aeronca wanted good visibility, ease of entry, spaciousness, and comfortable seating, go sit in any Cub or Cub derived aircraft such as the Husky and note the obvious success of the Aeronca design team. One design element that was dropped because it was impossible to accommodate within a compact and attractive package was the elevated rear seat, as a result all Aeronca built 7 series aircraft had a 4” lower cushion in the rear seat and a 2” one in the front seat, not sure why today’s aircraft (with taller pilots) are delivered with two 4” cushions.

Truly one of the all time GREAT two place tandem designs.

Concurrent with the design of the 7AC Champion the side-by-side seating 11AC Chief was developed utilizing the wings, landing gear, cowl from the firewall forward, and fuselage structure from the baggage compartment aft. The 7 series was built at the Middletown OH plant and the 11 series in WWII hangars at the Dayton Airport.

Realizing the anticipated post-war light aircraft boom was quickly turning into a bust Aeronca ceased aircraft production in 1951, the last aircraft produced was a 15AC Sedan, total production of all models was 17,408. Aeronca became, and remains to this day as part of a larger corporation, a high tech metals fabricator for the aerospace industry having made subassemblies for many military and airline aircraft. Aeronca also made an excellent cascade style thrust reverser that was widely used on Lear 35’s and Falcon 20’s.

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.

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 and 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.

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.

· 7AC, Champion, the base airframe, 35 ‘ wing span, no flaps, 13.1 gallon fuselage tank between the instrument panel and firewall, 65 hp Continental.

S7AC, seaplane 7AC

7ACA, Champion, 60 hp two cylinder Franklin, produced briefly in the early 1970’s during the Bellanca-Champion period. The Franklin engine was built in Poland after the company (originally in Syracuse NY) was purchased by Petzel after bankruptcy.

· 7BCM, Champion, 85 hp Continental, military L-16A with greenhouse glass

· 7CCM, Champion, base airframe with additional of dorsal fin and one 5.5 gallon wing tank in addition to fuselage tank, fuel injected 90 hp Continental, military L-16B with greenhouse glass.

S7CCM, civilian seaplane

· 7DC, Champion, 85 hp civilian version of 7CCM without greenhouse glass, also built in a Farm Wagon version with wood lined cargo bin.

S7DC, seaplane

· 7EC, Traveler, Traveler Deluxe, 90 hp, electric system (earlier models may have had wind driven generators installed), early 7EC’s had fuselage tank/wing tank, later aircraft had two wing tanks and no fuselage tank. This was much like current configuration but there are a number of different tank quantity/vent/feed line configurations used throughout the entire 7 series, and there are significant differences within the Citabria series from model-to-model, year-to-year.

7EC, the Champ, current production, 100 hp, single wing tank, LSA compliant, this is essentially a non-aerobatic, lighter weight, version of the 7ECA with a rounded tail.

S7EC, seaplane

· 7FC, Tri-Traveler, 7EC with tri-cycle landing gear

· 7GC, Sky-Trac, 140 hp (the first production use of a Lycoming in a 7 series), similar to 7EC with structural changes for larger engine and higher gross weight. Contrary to some contemporary accounts this was not certified as a three place aircraft.

7GCA, 150 hp, the “A” denoted the original design intent that was to target the agricultural (crop dusting) market.

7GCB, Challenger, 150 hp, 7GCA fuselage with longer wings and flaps (first use in the 7 series), also aimed at the agricultural market, the first model approved for aerobatics.

7GCBA, 150 hp, a Restricted Category 7GCB for ag use

Note that while the 7GCBA was certified in the Restricted Category many of the 7 series aircraft, going all the way back to the 7AC, would be operated in the Restricted Category as dusters or sprayers. Some ag conversions used a small hopper that simply replaced the rear seat, some were delivered (or modified) with a larger tank in the rear seat area and no rear windows, and some with an external belly tank, all would have been in the Restricted Category when configured for ag use.  Often an aircraft would have two Airworthiness Certificates, Normal and Restricted, and use the one appropriate for the current configuration, ag one day, remove the spray tank and boom and fly charter the next. Difficult to believe with the current proliferation of jet charter but there was a time when 7AC’s flew charter, I’ve done it personally.

· 7HC, DX’er, 140 hp, similar to 7GC except tri-cycle gear, two place rear seat and a control wheel in front (no rear seat controls), this is the only three place 7 or 8 series aircraft, must have been cozy with two men in the rear seat. At least 40 built.

For historic perspective we must remember that Cessna was now producing modern all metal, tri-cycle geared 172’s and 150’s, Piper was building fabric covered Tri-Pacers and Colts. Champion was attempting to make an older design modern with the tri-cycle geared 7FC and 7HC, likewise the front seat control wheel in the 7HC was an effort to be more modern, and add utility with a two place rear seat in the 7HC.

· 7JC, Tri-Con for tricycle-conventional gear, the 7JC had the third wheel under the baggage compartment. Yes it looked very strange………..many were converted to 7EC. Given the angle I can’t see any improvement to the existing excellent visibility and suspect ground handling would have deteriorated given the geometry, but it was one more attempt to make an elderly design modern. At least 26 built.

· 7KC,Olympia, 150 hp, essentially a 7GCA with reduced wing span and front seat controls only, the first Champion use of a swept tail, and a port hole window for the rear seat……….four built. I’ve never been able to confirm the exact span but I suspect this is very close to a current 7GCAA.

Citabria era

· 7ECA, Citabria now the Aurora, originally with a 100 hp Continental later production aircraft have a 115 or 118 hp Lycoming, essentially a 7EC with squared and swept vertical fin, squared rear windows, and the FIRST Aerobatic Category certification in FAA history hence the “A”.

· 7GCAA, Citabria now Adventure,150 hp (later 160 hp), your choice either a 7GCA with squared and swept vertical fin, and squared rear windows, or a 7ECA with a larger engine, and the second “A” for aerobatic. With the optional 180 hp Vantage engine it becomes the Ultimate Adventure.

· 7GCBC, Citabria, briefly marketed as Scout currently Explorer, 150 hp (later 160 hp), according to the FAA a 7GCAA fuselage with 7GCB wings, the 7GCB wings had increased span and flaps. Since there was already a 7GCBA (“A” for ag, Restricted Category) Champion seemed to have decided adding an additional fifth letter would be confusing so a “C” was added to denote the changes, not sure why they jumped over B. With the optional 180 hp Vantage engine it becomes the High Country Explorer.

· 7KCAB, Citabria, 150 hp, a 7GCAA with fuel injection and inverted oil for better inverted aerobatic performance. It’s probable, but unconfirmed, that 7KCA was used as the designation for the factory R&D aircraft when developing the original Citabria aerobatic certification, this would explain adding a third letter to denote a later production model of the aircraft.

The 7ECA, 7GCAA, 7KCAB all have the same airframe, same span, no flaps, with different engines, or in the case of the 7KCAB a different fuel/oil system. The 7GCBC has the same fuselage with longer span flapped wings.

The original 7ECA, 7GCAA, 7GCBC, and 7KCAB’s were built with oleo gear as were all prior aircraft, the spring steel gear was introduced to production aircraft in the late 60’s (1967-68). All pre-1990 aircraft were built with wooden spars, all post-1990 aircraft have metal spars.

The current 7 series production lineup is the 7EC, 7ECA, 7GCAA, 7GCBC, both 8 series aircraft are in current production but the 8KCAB is only available in the Super Decathlon version.

Last but not least the 8 series

· 8KCAB, Decathlon, 150 hp fixed pitch prop,  Super Decathlon, 180 hp constant speed prop, inverted fuel and oil, a originally a 7KCAB with a semi-symmetrical airfoil, this is the dedicated aerobatic mount.

· 8GCBC, Scout, 180 hp constant speed prop, the design basis was the 7GCBC to which was added a longer wing and taller gear to increase the gross weight/useful load, optional long range tanks double the endurance. This is the plane that directly competes with the Super Cub and Husky.

Within the Aeronca/Champion lineage there have been no less than four aircraft named Scout. The predecessor to the pre-war Chief was the first Scout, the 11ACS economy version of the post-war Chief was the second Scout, the 7GCBC was the third Scout, and finally the 8GCBC is the fourth Scout.

Known Experimental Models

· 1966, Champion was touring the Airshow circuit with a single seat aircraft that had no rear seat or windows and had all of the fuel in a rear seat area tank, this aircraft also had an oversize rudder and spring steel gear, which was still two years away from introduction to production aircraft. As a young 7AC instructor I remember inspecting this very high performance airplane very closely, remember that even the 7ECA was high performance when you spent your day in the back seat of a 7AC struggling for altitude at 300-500 fpm.

· 1968, Citabria Pro, essentially an open cockpit 7KCAB with 180 hp, factory documents initially refer to it as the 9KCAB but it is then changed to 8KCAB until that is later reassigned to the Decathlon. It initially flew with the front cockpit covered over but was later reconfigured as a two-holer. Great looking airplane that we drooled over at the time but it’s easy to understand that there will always be a limited market for an open cockpit, particularly if you’ve ever tried to operate one on an annual basis.

· 1973, Bellanca Trainer, a tri-cycle gear development of the Chief, 100 hp, swept vertical fin, squared and slight swept horizontal stabilizer and elevator, modern looking fiberglass cowl, rear window, spring steel gear.

Fuselages

          All 7 and 8 series fuselages are essentially the same design and layout, they have all been welded in the same jig that the original 7AC come from, however there are substantial differences in tubing size, additional structure added as weights and power increased. There are obvious differences in tail shape, window shape, windshield contour, etc. In some cases there are differences in required/approved elevator/stabilizer configuration within a given model as a higher gross weight was approved. Some models, the 7HC and 7KC for example, have substantial differences from the standard fuselage. In the case of the 7HC the rear seat area was widened to seat two, the 7KC had an entirely differently tail outline.

Wings

Without getting out a tape measure, or comparing all 7 and 8 series wings side-by-side, we can generalize and say there are five different wings.

· The original 7AC wing was used through the 7DC and had a rounded tip bow.

· The 7EC wing was slightly reduced in span when the tip bow was replaced with a straight, or slightly squared tip, this is essentially the wing used on all flapless models, currently the 7EC/7ECA/7GCAA.

· The 7GCB had a slightly increased span and flaps, similar to the current 7GCBC wing.

· The 8GCBC uses an extended span, and structurally strengthened, version of the flapped 7GCBC wing.

· The 8KCAB wing is semi-symmetrical for better inverted aerobatic performance, and as a result is the only model in the 7 or 8 series that uses a different airfoil than the original 7AC. While similar in basic design the details are quite different than the other wings due to a higher G load requirement.