50-Series

50-C

The 50-C was introduced in 1938 about 4 months after the KCA certification. Sharing many of the same components, the 50C was certificated with changes from the KCA limited to a slightly wider cabin and the modified engine cowling.

Within the same TCDS (A-675) later models were included utilizing the new number system. The number indicating the horsepower and the letters indicating the modification level;

50-C – 50HP Continental A-50-1

65-C – 65 HP Continental A-65-1

65-CA – 65HP Continental A-65-8

65-C

As new engines became available from Continental they were incorporated on the existing airframes. The addition of the new A-65 engines to the 50-C airframes changed the designation to 65-C.

Stick controls were available on the aircraft produced under TC-675 but the 65C seems to be where the majority of this style of control was installed.

65-CA

The 65-CA differed slightly from the 65-C by the use of the A65-8 engines and minor landing gear changes. These changes appear to be in the use of a straight axle and wheel assembly of 6.00-6 rather than the tapered axle of the earlier aircraft. Also, a special shock strut attachment bolt is listed as a specific 65-CA item. This is covered on Dwg 1-875.

Being one of the first Aeroncas to be used by the Military as the L-3F, minor structural changes were also included. The TCDS alludes to the use of flares for night operations.

50-L

This model was the first to use the new Lycoming 0-145-A1 of 50HP. All of the Lycoming O-145 A1 series engines were limited to 50HP at 2300 RPM. It featured the 56” chord wing using the Clark Y airfoil of the pre-war Chief designs. The cowling was the open style for engine cooling and featured single ignition on the O-145-A1, this ignition style was not eligible for original certification after August 1, 1941.

50-LA

The 50LA was an improved version of the 50L. The changes were very minor on the airplanes, limited to an enclosed “tunnel style” cowling for the added engine applications. Optional engines now included the dual ignition available on the O-145-A2 and A3, which now produced 55HP at 2300RPM.

As with all of the aircraft a left-hand door and stick controls were optional.