National Aeronca Association Bulletin Board

This is STRICTLY a hypothetical, but something I've been thinking about.

There were a certain number of 7EC's made with 1300# gross - the Type Certificate Data sheet says this:

"Maximum Weight: 1300 lb. (If lower end landing gear oleo strut aaembly, Aeronca dwg. 3-433, is installed)."

As the Aeronca Mother site is down for upgrade, I have not been able to locate the Aeronca drawing "3-433".

Can someone illuminate me as to what the Oleo Strut aaembly (sic), Aeronca dwg. 3-433 is?

Is it simply the STANDARD oleo landing gear found on 7AC's or is it the No-Bounce gear or is it something completely different?

I'm thinking of buying parts to make the 7EC - frame, gear etc piecemeal and building a 7EC to the 1300 specs as a 7AC-CONV (does that make sense?) Basically taking 7AC paperwork and building a 7AC-EC CONV with 1300 gross and the 90hp engine w/electric.

OR.....am I overthinking this?

Also (Another question) - Can I take a 7EC frame - no paperwork, just the frame, from the 50's that has a rotted tube, have it (the tube) repaired and then obtain a 7AC set of paperwork/registration etc and do a rebuild from the "newer 7EC" frame to make a 7AC/7AC/BC/DC etc conversion?

I know...a lot of questions, but I'm bored at work and am thinking a lot about nothing.

The oleo gear is completly different. It's very rugged and will hold up to your higher weights better than the standard oleos.
Standard p/n 3-433
No-bounce p/n 3-1270
As for your other question, you can call it anything you want as long as you have approved documentation to back it up. Get the documentation before you spend any money or you end up with a pile of parts, not an airplane.
Paul

Since it will be a 7AC-CONV, any reason why you would not want to build it as a 7CCM? 1300 MGW - C-90 - one 5.5 gallon wing tank, plus the 13 gallon nose tank.

rkittine wrote:Since it will be a 7AC-CONV, any reason why you would not want to build it as a 7CCM? 1300 MGW - C-90 - one 5.5 gallon wing tank, plus the 13 gallon nose tank.

7EC @ 1300 Gross uses the C-90-12
7CCM @ 1300 Gross uses the C-90-8

I dont need a starter (now) but a lightweight generator could supply the juice to run a com and transponder (yes, I know, I dont need them, but I want them).

And i figure come resale time, the -12 will have a higher resale value than the -8 as the rest of the country gets old and doesn't want to prop start them anymore.

Continental considers the engines interchangeable. The dash number indicates the modification level not change in Model or Series.
Paul

Continental considers them interchangeable, but the TCDS indicates that the CCM uses the -8 and the EC uses the -12. Is there a Aeronca service letter that allows for the interchangeability?

It's really semantics though isn't it? the only difference between the CCM and the EC is the -12 is it not?

There is no change with the engine, you just can't use the starter or generator. They get blocked off. If you decide to use them it becomes a major airframe alteration due to the addition of the electrical system.
Paul

Mr. Hypothetical, I sure hope you find an airplane soon, you're going to run out of theories on how to get a non-compliant Champ able to fly in the LSA catagory. Just joshing you Sean......no offense intended.

As much as a guy tries to save money by 'rebuilding' a plane, in the long run a person is generally better off just buying something already flying. I have been down that path of 'fixing and flying' and it cost me more in the long run and years of my life that should have been spent flying were spent fixing and building. Can't turn back time. If one still wants to build, that is great, but one should have a plane to fly while building. For one thing, it instills the desire to finish the project. It is very easy to quit working on a plane when there is no end in sight. I know for me flying and attending fly-ins are a great motivator to finish a project.

Keith

LOL No offense felt. You're right - I should decide pretty soon. I've dialed in on. CCM That would fit my mission well. The price is right, I trust the seller (mostly) but my one underlying. Ear is that I can't / don't know anything a out what goes on under the hood or under the wing skins etc. my instructor and a couple of fellows on the field rebuild champs all the time and they'd gladly help me do one- if I wanted to. I figure there's no better way to understand the workings of an airplane than putting one back together myself (with lots of help)

I may end up going the 7AC route and put the hours on a '65bp while building a DC or CCM from project status to keep costs manageable over time

Doesn't the 7EC also hacve two Wing Tanks - 2 5.5 gallons or 2 13s? Hence need for more MGW?

rkittine wrote:Doesn't the 7EC also hacve two Wing Tanks - 2 5.5 gallons or 2 13s? Hence need for more MGW?

TCDS requires 18.5 gal (13 gal and 5.5 gal) But section 116 allows for a 26 gallon system if you follow the required drawings. (jeeze I've got way too much time on my hands)

Oh....guess who SOLO'ed THIS MORNING!!!!!!!! 2 perfect 3 point landings and 1 not-so perfect, but totally acceptable bounce down the runway!!!!!!

WOOOHOOO!!!!!

Congrats!!! As long as you and the plane are still in one piece and flyable you did ok!! You'll never forget your solo....the first time you flew a plane a survived the controlled crash landing.