Category: Aeronca champ spars


We have a large supply of salvage and surplus parts for these aircraft. Use of this new spar will not preclude the inspection requirements of AD which presently applies to the Citabrias, Scouts and Decathlons and some Aeroncas.

For all of the airplanes with the original spars we strongly recommend an Inspection Hole Kit that we designed.

aeronca champ spars

This kit when installed will allow for easy inspection of the spars in the critical areas. Two inspection holes are created in the top of each wing with caps that are flush secure and sealable. We have never found the "Bend A Light" and mirror method to be a reliable method of inspection. The solution to this is to install Rainbow Flying Service's top Inspection Kit that can be installed without fabric replacement or any time that a spar is replaced or wing recovered.

This will make subsequent annual spar inspection easy to do. For all you Piper Cub J3 and Taylorcraft guys we manufacture replacement wood spars. These are made with 5 ply Birch plywood and are water jet cut by computer. They come to you varnished.

We also carry stringers, and the cabin top greenhouse wood. Harold Haskins, Inc. Permalink Print E-mail Comments All Rights Reserved. All other trademarks or registered trademarks are owned by their respective holders.A friend is starting a rebuild on a 7AC she bought. She was stripping the fabric off the wings today and I was looking at the spars.

I notice that one rear spar seems to be made up of three pieces of wood stached vertically glued and milled to make up the spar. I can see demarcations that look like small scratches that run from root to tip on the front and back of the spar and this is what caught my attention. Has anyone seen this before? Full span glue joints in this "plane" of the spar just isn't sitting right in my mind.

Please help me sort this out. John Scott. I sure felt better with the alum. Pat in minnesota. The Champ spars I have seen during recover and spar inspections have the laminations as you describe.

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The scratches are probably from slipping the ribs over the spars where the nail holes are in the ribs.

Very common thing in Aeronca's. Pat, Steve, Thanks for the replys. We are curious about what is found when she removes the rear spar attach fitting s.

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Longwinglover, What you will find on original Aeronca Spars is just what your friend found. Aeronca found it less wasteful to use spliced spars. This was a very common practice on all the early Flivvers with wood spars.

I have seen a lot of Champ, Chief and Citabria spars that are perfectly acceptable for our applications. It sounds like you guys have done a very good job of inspecting the spars already, one thing for sure, inspect at the strut attach point where the doublers are with a flashlight laid flat against the top of the Spar, that is the place where, if the Wing tip has hit the ground, you will most likely find "Compression Cracks".

These Spars were made from to year old Spruce and Douglas Fir when they were manufactured. It is also a good practice to inspect them before you sand on them, or varnish them Tell your friend to enjoy the Champ Champdriver, Thanks for the info! I'm on my third wood spar J3 and am completely comfortable with wood spars, I'd just never seen one manufactured like the one's in this Champ wing. I think Piper sent a few out with spliced spars, but they were the more conventional splice like in AC My friend had not remover the attach fittings from the end of the spars by the time I left.

I'm interested to see what things look like there. I went through the same head scratching process when I took the fabric off of my Citabria. Bellanca used spliced spars also.No Damage History. Always Hangared in Winter Months.

Aeronca Champion

Type — Single Engine. New Wires. Fuel Valve. Spin On Oil Filter. The purchaser or prospective purchaser should verify with the Seller the accuracy of all the information listed within this ad. Vehicle Information. Options and Standard Features.

Basic Information. Play Video. View Map. Please do not bid if you're not seriously interested or financially able to purchase this vehicle. Cancel any and all bids at our discretion, or end the auction early if necessary. You will not be allowed to retract that bid during the last hour period of the auction. If you place a bid during the last hour period of the auction: You will be allowed to retract the bid for exceptional circumstances but only if you do so within one hour after placing the bid.

If you plan to have a buyers inspection, please make sure you inspect the vehicle prior to the auction ending.

aeronca champ spars

Inspection fees if any are Buyers responsibility. Manufacturer's warranties may still apply. No representations or warranties are made by seller, nor are any representations or warranties relied upon by bidders in making bids. All taxes and fees must be paid in full in order for vehicle to be titled and registered. We assume no responsibility for damages incurred after the vehicle leaves our showroom.The goals of the organization are to promote safety, to provide organized activities which involve the membership technically and socially and to assist members in locating needed aircraft information and parts.

In November of the Federal Aviation Administration issued a proposed Airworthiness Directive AD which, if enacted, would require that each Aeronca owner's aircraft undergo a special inspection in order to comply with the AD. This quickly became a vocal issue with the NAA membership and other Aeronca owners. The NAA publishes a quarterly membership magazine.

In order to keep our website viewers well informed concerning Aeronca matters, we have elected to post those messages.

Aeronca 7AC Champ Cross Country Flight Lesson Around Columbia, SC during Carolina Cup

New developments will appear here as the NAA makes the information available. I have no way of knowing if it was actually sent to the FAA, but I decided to reprint it thinking that perhaps many of our members and other Aeronca owners would experience a chuckle or two while reading it.

We have observed indications in recent years that they were recognizing the need to change their procedure. The purpose of this meeting was to give the FAA an opportunity to explain their new policy proposal and to obtain reaction from the type-club representatives.

This meeting was largely a repeat of the first meeting. An explanation of the complete procedure is beyond the scope of this message. The typical AD comes about as a result of a safety concern, usually detected by the manufacturer, who issues a service bulletin to advise those affected and to provide a procedure for dealing with the problem.

Meanwhile the FAA is working on risk assessment and other factors to determine if the concern produces sufficient safety risk to require an AD. While not without fault, this procedure has worked very well where the concern involved a product associated with an active type certificate. The FAA is quick to point out that the manufacturers are responsible for the safety of their products and, under these circumstances, there is no manufacturer to develop a service bulletin.

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This leaves the FAA in an awkward position as they must develop a compliance document for the AD with a minimum of assistance. This appears to be a response to some basic problems with which the FAA is confronted. They are, therefore, relying on the type-clubs for expertise. Additionally, if you follow ADs you probably have noted that they get amended and then the amended AD gets amended. Some ADs may be amended a half dozen times. Will this policy change work? It is certainly a step in the right direction and can result only in the improvement of the process.

There is a need for ADs. I quickly selected a team of very knowledgeable and well-respected members from the NAA roster and we went to work to develop an NAA reaction plan.

After much discussion, we concluded that the Aeronca-built airplanes, and some early Champion models, were of lower horsepower, weight, and speed, than the later aerobatic aircraft built by Champion Aircraft Corporation. For that and other reasons, they should be excluded from the proposed rule. The statistics associated with the Service Diffi- culty Reports SDRsapplicable to the Aeronca 7s and 11s, supported our point of view. Therefore, the initial focus of our efforts were directed toward the exclusion of Aeronca-built, and the early Champion-built aircraft, from the proposed AD.

We then obtained a label listing of all registered owners of the previously identified aircraft.If your ad is in error or you no longer need it, please notify us immediately. This page and its printed version in Aeronca Aviator are for Club Members only. Top of Page. Please Read.

aeronca champ spars

And I'll be paying you through my client who owes me in your country Get back to me with your full name and contact address, so that I can instruct my client to send the funds money order to you. After deducting the cost, can I trust you to send the rest of the amount i. Thanks for your co-operation while anticipating your earliest response.

This is a very nice flying Champ. Photos available. Hangared at KMTW. Pics on request. Aeronca Engine Mount Aeronca part No. Inside tube condition unknown. Pristine, inside and out, post WWII original paint scheme. Always hangared since restored. New tires. ELT with fresh battery last Aug, 12 gallons usable main tank. Two wing tanks 5 gallons usable each.

Records back to including original bill of sale. Must be used only when rear stick has been removed. Attaches to the rear seat lap belt, then comes up over front seat shoulders. Selling because I have permanently installed front and rear harness and no longer need this. Great harness, Like new. New Fahlin prop.

Aeronca Aircraft

All working orig. Log books reconstructed in and last flown in Excellent wheels, brakes, tires. Recovered in with cotton and dope and has to be recovered to be airworthy. Great sheet metal. New windscreen.For more information on the Aeronca Aircrafts please use the links below. The Aeronca Model 7 Champion, more commonly known as the Champ, is a single-engine, two-seat, fixed conventional gear airplane.

Designed for flight training and personal use, it entered production in the United States in Like the Piper Cub with which it competed, the Champ features tandem seating. While the J-3 model of the Cub is soloed from the rear seat, the Champ can be soloed from the front, giving improved forward visibility on the ground and during takeoffs, landings, and climbs. The Champ has a wider cabin than the Cub and offers better visibility.

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 s. The strut-braced wings of the Champ are, like the fuselage and tail surfaces, fabric covered, utilizing aluminum ribs.

Most Champs were built with wooden spars. American Champion has been using aluminum spars in the aircraft it has produced and has, as well, made the aluminum-spar wings available for retrofit installation on older aircraft. The landing gear of most Champs is in a conventional arrangement, though a model with tricycle gear was 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 spring steel main gear, and American Champion is using aluminum gear legs in its production model of the Champ.

The tricycle-gear Champs use the steel tube and oleo strut main gear, mating these with an oleo strut nose gear. The Aeronca Chief is a single-engine, two-seat, light aircraft with fixed conventional landing gear, which entered production in the United States in Designed for flight training and personal use, the Chief was produced in the United States between and 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. 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 Production of the Chief, which had been outsold by its sibling the Champ by a margin of nearly 4 to 1, had already ended bywith only a few planes produced in This marked the last time the Chief design was built in the United States.

All Rights Reserved. Powered by PowerServe. General characteristics Crew: 1, pilot Capacity: 1 passenger Length: 21 ft 6 in 6. General characteristics Crew: one pilot Capacity: one passenger Length: 20 ft 10 in 6.Other prizes in the raffle include a flight training scholarship, headset, Stratus ADS-B receiver, and more.

Kayla Varcoe submitted this photo and note: "Getting creative in these stay at home times! You can submit it via this form. Each four to five minute video focuses on approach, landing, and taxi scenarios at select U. FlyQ EFB 4. Students can complete their interactive ground training at home before their in aircraft or simulator training.

The webinar will cover how to effectively use flight sims at home, as well as what mistakes to avoid. The best advice is always ask lots of questions, review the logbooks carefully, and be certain to have a good pre-purchase inspection by a well qualified maintenance technician.

The problem in the overhauled Cessna engine is the oil pressure drops gradually after a four to five minute run-up.

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When it comes to radio communication between flying objects, the single most important thing a pilot can do is be on the right frequency. I provide my own renter's insurance, of course, and split the cost of the annual with Jeff. That allows me access to fly the Cub. When I'm done with a flight, I top up the fuel tank and put it back in the hangar just as I found it. I fully expect ACE to continue engaging, educating and accelerating the next generation of aerospace professionals.

In the media business, we call Jeffrey's column "evergreen" content.

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It is as valuable today as it was when he started in and will remain so far into the future. If your plane has been sitting this winter, there's a few things you need to do before spring flying season. In more than 60 years there has been no significant change in aviation oils, even with all of the technical advances in lubricants.

As the piston aviation community faces the switch to unleaded fuel, it pays to know the history of avgas. His is a tale of times gone by, when a young boy could escape hard times at home, make his way to the local airport, wash planes and mow grass to earn a dime to buy a balsa wood model airplane.

1959 Aeronca 7EC Champ

Bill Long was the pilot. He put the airplane down on a football field, which was adjacent to Potomac State College, which is part of West Virginia University here in Keyser. He wiped the right landing gear out and bent up the right wing tip and did some fabric damage. I was 14 at the time.