Aeronca C
Страна: США
Год: 1929


Одноместный легкий спортивный самолет с высоко расположенным крылом
Описание:
Aeronca "С"
Flight, September 1935
THE AERONCA DEMONSTRATED
Flight, April 1936
MODERN LIGHT AIRCRAFT REVIEWED
Фотографии

Aeronca "С"

В ноябре 1928 года Американская корпорация аэронавтики (Aeronautical Corporation of America) занялась проектированием нового самолета. Она стала первым в Америке производителем, построившим настоящий легкий самолет для продажи широкой публике. Из названия корпорации образовалось название "Aeronca Aircraft", под которым компания выступала с 1941 года. Основная конструкция машины, которая впоследствии стала известна как Aeronca С-2, выросла из прототипа легкого биплана. В "Aeronca" улучшили этот прототип, а также создали под новый самолет маленький двигатель. Представленный в феврале 1930 года С-2 вызывал поначалу массу насмешек. Но легкомысленное отношение к машине сменилось повышенным интересом, когда одноместный С-2 продемонстрировал свою экономичность (30 литров горючего на 386 километров полета).
  Когда же С-2 стал один за другим устанавливать рекорды для машин своего класса и совершил несколько впечатляющих демонстрационных перелетов, он приобрел громкую популярность. Компания занялась его серийным выпуском. Aeronca С-2 - моноплан с укрепленным расчалками обтянутым тканью крылом, изготовленным из дерева и дополненным металлическими деталями. Каркас фюзеляжа и укрепленного расчалками хвостового оперения был выполнен из стальных трубок. Простоту конструкции С-2 подчеркивали неподвижный хвостовой посадочный костыль, расположенная под крылом открытая кабина и установленный в носовой части самолета двигатель. Всего построили более 100 таких машин, после чего объемы продаж начали снижаться, что стало следствием появления двухместного С-3.

Модификации Aeronca "С"

  С-1 Cadet: обладающая повышенными характеристиками версия модели С-2 с удлиненным фюзеляжем, уменьшенным размахом крыла и двухцилиндровым двигателем Aeronca E-113 мощностью 36 л.с; всего было построено три таких самолета
  С-2 Deluxe: вариант С-2 с более широким фюзеляжем и рядом новым конструкторских решений
  C-2N Scout: спортивная версия С-2, оснащенная двигатель Aeronca E-113 мощностью 36 л. с. или E-113A; всего построили четыре таких самолета
  PC-2: С-2 в версии гидроплана с двойным поплавком АРС
  PC-2 Deluxe: С-2 Deluxe в версии гидроплана
  С-3 Duplex: двухместная версия С-2, появившаяся в 1931 году; до момента прекращения производства в 1937 году было построено около 400 таких самолетов; в кабине С-3 Duplex кресла находились рядом друг с другом, а управление было дублированным или стандартным (этот учебный вариант известен как Collegian); в процессе производства в конструкцию машины внесли целый ряд улучшений; она оснащалась одним из двигателей Aeronca E-113, E-113A, Е-11ЗВ мощностью 36 л.с. или E-113C мощностью 40 л. с; с двигателем JAP J. 99 выпускалась также по лицензии в Англии под названием Aeronca 100
  PC-3: С-3 в версии гидроплана с поплавками EDO или Warner


ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

  Aeronca С-2

  Тип: одноместный легкий спортивный самолет с высоко расположенным крылом
  Силовая установка: один двухцилиндровый поршневой двигатель Aeronca E-107A мощностью 26 л. с.
  Летные характеристики: максимальная горизонтальная скорость 129 км/ч; крейсерская скорость 105 км/ч; практический потолок 4875 м; дальность 386 км
  Масса: пустого 181 кг; максимальная взлетная 305 кг
  Размеры: размах крыла 10,97 м; длина 6,10 м; высота 2,29 м; площадь крыла 13,19 кв. м

Flight, September 1935

THE AERONCA DEMONSTRATED
Side-by-side-seater Ultra-light Monoplane to be Manufactured in This Country

  THE proverb concerning the ill wind was categorically applicable to the demonstration of the Aeronca at Hanworth last Thursday. Knowing that the wind was gusting up to 40 m.p.h. very few of the guests of Light Aircraft, Ltd., the company which is to build the English version, believed that they would see the machine even outside the hangar doors.
  When, therefore, Messrs. Wood and Hill proceeded to taxi out and take off with the two demonstration Aeroncas it was obvious that, in the hands of experienced pilots at least, these ultra-light machines are not necessarily fine-weather playthings. Each remained absolutely stationary, or even moved backwards relative to the ground, during the climb at about 40 m.p.h., so there was no doubt about the wind speed. Only after several flights, including two with passengers, had been made, did Mr. B. Brady announce that "they had done enough for glory."
  Actually, the two Aeroncas at Hanworth - which were, incidentally, very well finished indeed - had been brought over and assembled in this country, but all future models will be manufactured here, and J. A. Prestwich and Co. are building the transverse-twin engine to the same design but arranged with dual ignition. The type has been used extensively both for school and other purposes during the past few years in Canada and the United States, so there should be no doubt about its ability to stand up to hard work.
  It is, of course, a high-wing wire-braced cabin monoplane carrying two people seated side by side. Of mixed construction, the fuselage and tail unit are of welded steel tube, while the wing spars and ribs are of spruce with, interestingly enough, pressed duralumin ailerons. The undercarriage is simple enough; the short oleo legs are inside the fuselage, and the steel half-axles carry air wheels and brakes for manoeuvring on the ground.
  The view from the interior of the cabin is good and there is plenty of light, transparent panels being arranged in the wing roof. A normal array of instruments is provided with a directly operated A.S.I, on the starboard wing bracing.
  The opposed twin air-cooled engine is of 1,860 c.c. capacity and has vertical overhead valves operated by enclosed push-rods through roller tappets. Its normal output is 38 b.h.p. at 2,400 r.p.m.
  Some of the more interesting figures from the prospective owner's point of view are given below :-
  Span, 36 ft.; span (with wings removed), 5 ft.; length, 20 ft.; height, 7 ft. 10 in.; all-up weight, 1,066 lb.; useful load, 437 lb.; wing loading, 7.06 lb./sq.ft.; power loading, 25 lb./h.p.; maximum speed, 95 m.p.h.; cruising speed, 87 m.p.h.; landing speed, 33 m.p.h.; initial climb, 450 ft./m.m.; absolute ceiling, 12,000 ft.; cruising range, 305 miles; fuel consumption at cruising speed, 28 m.p.h.; price (with full equipment), L395; makers: Light Aircraft, Ltd., 7, Park Lane, London, W.

Flight, April 1936

MODERN LIGHT AIRCRAFT REVIEWED

AERONCA

  AFTER Mr. Llewellyn's demonstration flight in an Aeronca to Johannesburg, even those earnest critics who had never heard of the tremendous amount of really hard work done by this little machine in Canada and the United States must have realised that it is no plaything. Allowing in generous measure for this particular pilot's skill and endurance, it is obvious that the little machine is capable of hard work in the hands of anyone who is prepared to make the necessary allowances for an engine with an output of less than 40 h p
  The Aeronca is a high-wing wire-braced monoplane of mixed construction in which the pilot and passenger sit side-by-side in an enclosed cabin, with side panels which can be opened when, for instance, the screen is obscured in really bad weather. The cabin is wide enough for two people of normal size, and since they sit together at the centre of gravity, there is no real need for a trimming control in such a light machine. Brakes are, however, fitted, and can be used firmly without a risk of nosing over. Although the high position of the engine tends to restrict the view immediately ahead, the view in all essential directions is good. There is a luggage locker behind the cabin. Nothing about the Aeronca's flying and landing qualities is likely to worry the novice.
  A luxury model in the form of a low-wing cantilever monoplane, has been produced on the other side of the Atlantic, and it seems possible that we shall see it here in due course.
  The specification of the standard Aeronca is as follows: Span, 36ft. length, 20ft.; weight empty, 629 lb.; disposable load, 437 lb.; maximum speed, 95 m.p.h.; cruising speed, 87 m.p.h.; landing speed, 33 m.p.h.; initial climb, 450ft./min.; cruising range, 305 miles; price (with full equipment), ^395. Makers: Light Aircraft, Ltd., 7, Park Lane, London, W 1.
Самолеты серии Aeronca "С" стали своеобразным символом 1920-х - начала 1930-х годов, когда они производились в больших количествах. Несколько машин сохранились до настоящего времени. На фотографии изображен двухместный С-3 - модель, появившаяся в 1931 году
Clive Humphries' Middle Wallop-based Aeronca C.3 G-AEFT was a non-de Havilland visitor to Woburn for the D.H. Moth Club Rally on August 17, 1986.
ONLY AERONCA C-1 still on the British Register, G-AEFT (c/n. A.610) is owned by H. Dodd of Newcastle. Built in 1937, this 36-h.p. Aeronca E.113C-powered two-seater is in perfect condition.
Aeronca G-AEFT during ownership by three RN officers.
The little Aeronca C-2 shows some redesigning. It was finished in orange and white and was one of the nine antiques attending;
SEATING TWO, side by side, the American Aeronca is shortly to be built either at Hanworth or Aldenham, by Lightplanes Ltd. Mr. B. Brady has the British Empire manufacturing rights for this American design and, with the collaboration of J. A. Prestwich and Co , of motor cycle fame, who will build the engine, it is hoped to market it at ?395. The fuselage is of welded steel tubes and the wing of wood and metal. The cruising speed will be 85 m.p.h and range about 300 miles.
A beautiful Aeronca C-2, NC13556, makes its low-powered approach.
The little American Aeronca - or "Flying Wigwam" - flying at Croydon.
A "FLY-WEIGHT" MACHINE: Mr. S. A. Thorn ready to take off in Col. Ormonde Darby's Aeronca.
A 1930 "Razorback" Aeronca C-2 (G-ABHE) converted into an A.T.C. glider during the war.
AIR, RAIL AND ROAD: Three privately owned Aeroncas (36 h.p. cabin two-seaters cf the kind in which F/O. Llewellyn has reached Johannesburg from London) "shoot-up" the Florida Special, one of the world's fastest long-distance trains, as it nears Miami on its 5,000th trip over the Florida East Coast Railway. Readers may, or may not, be interested to learn that the train has "a hostess, orchestra, full-sized recreation car and accommodations for dancing, bridge and entertainment."
The Aeronca, which, like the Pou, has focused attention on inexpensive aviation.
Economical flying is provided by the Light Aircraft Co.'s Aeronca, which carries pilot and passenger on an engine of 40 h.p. only.
The two-seater Aeronca monoplane, which is now being built in this country.
Mr. S. V. Appleby, flying the Putnam Flea, indulges in a little formation work with an Aeronca;
How the Aeronca may be manhandled. The machines are seen in front of the new Aircraft Exchange and Mart hangar at Hanworth.
The Aeronca C-3 was one of the lightest aircraft flown by the Civil Air Guard, having an all up weight of around 1,000 lb.
The "nasal" layout of the Aeronca is well shown in this photograph. The exhaust-warmed intake arrangements are noteworthy.
AERONCAS ALL - Landplane version of the 1931 "Razorback" Aeronca C-3 powered by a 36-h.p. Aeronca E-113 engine. N11291 is one of very few still flying in the U.S.A. and is owned by Peter M. Bowers of Seattle, Wash., who also took the photograph. Compare with next photo of a 1930 "Razorback" Aeronca C-2 (G-ABHE) converted into an A.T.C. glider during the war.
The winner of the trophy, Mr. R. Grubb, beside the urge-provider of his Aeronca,
F/O. Llewellyn with the 40 h.p. Aeronca which carried him on a demonstration trip to Johannesburg.
PAROCHIAL TRANSPORT: This is the Rev. Father J. M. Coulture who tends the needs of his flock by air. The machine is a ski-equipped Aeronca. on which the "sky pilot" owner has covered many thousand miles.
Floatplane version of the 1931 "Razorback". Aeronca C-3. Even with floats it can still carry two people (side-by-side) on only 36 h.p. It is flying in the U.S.
UP AND UP: In view of the fact that the Aeronca is now being built in this country this picture of a seaplane version which broke the height record for light seaplanes is of particular interest. Mr. B. King, the pilot, reached 16,000 ft. in 2 hrs. 20 min.
WHY NOT? The seaplane has a certain very definite popularity in the States, and such small fry as the Aeronca have been successfully used with floats. When is someone going to start a seaplane or amphibian club over here? Even at high dual and solo rates there should be some very fair support if the club is based on a pleasant part of the coast.
The cabin arrangements of the Aeronca. It will be seen that, in the present form at least, the throttle is centrally placed. On the right is shown the seating and luggage compartment layout. The side windows can be opened.
No sooner had Ben Cooper acquired Aeronca C-3 G-ADYS than he had the engine running.
’FT after it had forced-landed in an orchard in the Fifties.