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ERCO Ercoupe

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Ercoupe
1956 model Forney F-1
Role Light aircraft
National origin United States
Manufacturer Engineering and Research Corporation
Designer Fred Weick
First flight 1937
Produced 1940–1969
Number built 5,685
Variants Bryan Autoplane
Mooney M10 Cadet

TheERCO Ercoupeis an American low-wingmonoplaneaircraft that was first flown in 1937. It was originally manufactured by theEngineering and Research Corporation(ERCO) shortly beforeWorld War II;several other manufacturers continued its production after the war. The final model, theMooney M-10,first flew in 1968 and the last model year was 1970. It was designed to be the safest fixed-wing aircraft that aerospace engineering could provide at the time, and the type continues to enjoy a faithful following.

Design and development[edit]

Fred Weick[edit]

Fred Weick designed the W-1 with tricycle landing gear. It is shown in March 1934 in NACA's full scale wind tunnel.

In1931,aeronautical engineerFred Weickwas assistant chief of the aeronautics division of theNational Advisory Committee for Aeronautics(NACA). In1934he asked permission to build an aircraft based on the 1931Stout Skycar,using fabric instead of aluminum covering, and control modifications based on NACA research.[1]Weick and a group of co-workers designed and assembled theexperimental aircraftwith a group of his colleagues who worked on the project in their spare time and paid for it themselves. The resulting aircraft, known as the W-1, featuredtricycle landing gear,aparasol wing,and apusher propeller configuration.[2]

Fred Weick listed the W-1 design goals that were tested in later seminars:[3]

  • Tricycle landing gearwith castering nosewheel, steerable if desired
  • Suitable longitudinal and lateral stability with limited up-elevator deflection, to prevent loss of control due to stalling and spinning.
  • A glide-control flap
  • Two-control operation using controls for pitch and roll.

In 1934, the Bureau of Air Commerce approached Weick's team looking for standards for a competition for a safe and practical $700 aircraft. In 1936 the winner of the competition was theStearman-Hammond Y-1,incorporating many of the safety features of the W-1. Two other winners were theWaterman Aeroplaneand a roadable autogyro, theAutogiro Company of America AC-35.The W-1 was not intended for production to qualify as a competitor, but was purchased by the Bureau for continued experimental tests in spin-control safety.[4]After the prototype W-1 underwent a forced landing, an updated W-1A was built by Fairchild, incorporating leading edge cuffs.[5]

ERCO[edit]

Weick left NACA in 1936 and joinedEngineering and Research Corporation's (ERCO) fledgling aircraft team as chief designer, primarily to continue improving his aircraft design. Focusing his efforts on a number of design issues, primarily simplicity and safety, Weick strove to create a reasonably priced aircraft that would notstallorspin.[citation needed]Retaining the tricycle gear for ease of maneuvering on the ground, and limited stall-spin features, Weick switched to alow-wingmonoplane configuration in his new model, powered by an engine intractor configuration.

An Erco 415 Ercoupe showing its double tail configuration

The ERCO 310, which included a fully cowled engine, made its first flight in October 1937 atCollege Park Airportand was soon renamed the "Ercoupe". The easy-to-fly design included unique design features, including a large glazed canopy - with almost as much visibility as abubble canopy- for improved visibility. The prototype 310 featured an ERCO-made inverted four-cylinder engine, theERCO I-L 116,which was quickly dropped due to its high manufacturing cost compared to the new four-cylinderContinental A-65air-cooledboxer engine.Lacking rudder pedals, the Ercoupe was flown using only the control wheel. A two-control system linked the rudder and aileron systems, which controlled yaw and roll, with the steerable nosewheel. The control wheel controlled the pitch and the steering of the aircraft, both on the ground and in the air, simplifying control and coordinated turning and eliminating the need for rudder pedals. A completely new category of pilot's license was created by theCAAfor Ercoupe pilots who had never used a rudder pedal.[6][page needed]

The Ercoupe was the first aircraft certified by the Civil Aeronautics Administration (CAA) as "characteristically incapable of spinning." The high-wingedGeneral Skyfarerobtained the second certification by licensing the ERCO technology.[7]The first production Ercoupe, serial no. 1, NC15692 built in 1939 was donated to theNational Air and Space Museum.In 1941 that aircraft, designatedYO-55,was used inUS Army Air Forcetesting.[8]

The two-seat ERCO Ercoupe 415 went on sale in 1940.LIFEmagazinedescribed the aircraft as "nearly foolproof" and showed pictures of a pilot landing with his hands in the air.[9]Only 112 aircraft were delivered beforeWorld War IIintervened, halting all civil aircraft production. By mid-1941 aluminum supplies were being diverted to war-related production, so ERCO decided to manufacture Ercoupes for military use by using wood as the principal building material. The substitution of wood resulted in a heavier but quieter aircraft, because the wood absorbed vibrations from the engine and airflow. Ercoupes were flown during the war by theCivilian Pilot Training Programfor flight instruction, and theCivil Air Patrolused them to patrol for German submarines.[10]

Postwar sales[edit]

A full-page Ercoupe advertisement, February 1946

Although World War II had interrupted production of the Ercoupe,general aviationmanufacturers were enthusiastic about the prospects of apostwar aviationboom. Thousands of men and women were trained as pilots by the government, and the hope was that they would want to include flying in their civilian life. Production of the model 415-C resumed in 1945,[11]and in 1946 alone 4,311 aircraft were produced and sold at a cost of US$2,665. This was the same price as in 1941. At its peak, ERCO was turning out 34 Ercoupes per day, operating three shifts per day. The aircraft was aggressively marketed through unconventional outlets such as the men's department of theMacy'sdepartment store chain.[12]

By April 1949, advertising was reduced to 1/9 page.

However, private aircraft sales slumped after the war and the bottom dropped out of the civil aircraft market in late 1946, ending prospects for a boom market for civil aircraft sales.[13]A 30-day layoff at the factory in November resulted in rivets tossed around the factory and some aircraft sides and signs being painted.[14]The year ended with an Ercoupe flown by a test pilot and mechanic breaking up in flight.[15]

Other production[edit]

Aeronca

Aeroncaobtained a licence to produce the Ercoupe 415 as theAeronca 12AC Chumin 1946 and built two prototypes:NX39637,with the Ercoupe twin-tail, andNX83772with a larger, single tail, metal wings and trailing-link struts in the main undercarriage. The Chum was powered by aContinental C-85Jwith a 108 mph (174 km/h) cruise speed.[16]No production ensued.[17][18][19]

Sanders Aviation

In 1947 ERCO sold its remaining Ercoupe inventory toSanders Aviation,which continued to produce the aircraft in the same ERCO-owned factory.[20][21]A total of 213 aircraft were sold by 1950. During this time, ERCO's chief engineer Fred Wieck moved on toTexas A&M,where he developed the agriculturalPiper Pawneeaircraft and eventually the popularPiper CherokeewithJohn ThorpandKarl Bergey.[22]

Univair Aircraft Industries

Univair Aircraft CorporationofAurora, Coloradopurchased the Ercoupe design from the Engineering and Research Company in 1950. It provided spare parts and customer support to the existing aircraft.[23]

Forney/Fornaire Aircoupe
Forney F-1A Aircoupe

In April 1955, Univair sold the Ercoupetype certificateto the Forney Aircraft Company ofFort Collins, Colorado,which later became the Fornaire Aircraft Company. The aircraft produced differed from the 415-G in its engine/propeller combination they were upgraded to a C-90 engine,[24]revised engine cowling, larger baggage compartment, and aluminum-covered wing panels. The F-1A model had three axis controls and bucket seats. Production began in 1958 and ended in 1959.[25]

  • 56 of the F-1 Forney Deluxe were produced in 1958 and sold for $6,995 each.[citation needed]
  • 59 of the F-1 Forney Explorer, Execta and Expediter were produced in 1959 and sold for $6,995.[citation needed]
  • 23 of the F-1A Forney Trainer were produced in 1959. It was sold for $7,450.[citation needed]

A total of 138 aircraft were produced.[citation needed]

Air Products Company Aircoupe

Between August 1960 and March 1964, the rights to the Aircoupe aircraft were held by the AirCoupe division of Air Products Company ofCarlsbad, New Mexico.The company was started by the city, with the hope of establishing aircraft manufacture as a local industry. It purchased the type certificate from Forney when a potential deal withBeechcraftfell through. Only a few airframes were produced before the type certificate was sold to Alon, Incorporated on March 16, 1964. 25 of the F-1A Forney Trainer were produced for US$7,450 each.[citation needed]

Alon Aircoupe

Alon Inc. was founded by John Allen and Lee O. Higdon, two executives who had retired from aircraft manufacturerBeechcraftto found their own company. They had previously negotiated with Forney Aircraft to purchase production of the Aircoupe so that Beechcraft could use the design as an introductory trainer. The deal was canceled byOlive Ann Beech,who decided to concentrate resources on theBeechcraft Musketeer.This decision caused the executives to leave Beechcraft and establish Alon inMcPherson, Kansas,which purchased the type certificate for the Aircoupe from the City of Carlsbad, New Mexico on March 16, 1964.[citation needed]

"A new company formed by former Beechcraft executives Allen and Higdon, who have purchased all assets, jigs, tools, and engineering of the program from the city of Carlsbad NM. They expect to deliver the first of 30-50 Aircoupes to be built next year for about $8,000."[26]

Alon A-2

The Alon A-2 and A-2A Aircoupes featured a sliding canopy, aContinental C9090 hp (67 kW) engine, separate bucket seats and an improvedinstrument panel.The A-2 also differed from earlier two-control models in having limited-movement rudder pedals. This was done in order to make it a more acceptable training aircraft and to make it easier to counteract increasedP-factoryaw during a climb from the more powerful engine. Nosewheel steering was no longer interlinked with the control yoke, and was changed to the more common practice of being interlinked with the rudder pedals (this was the same system that was installed in the Forney F-1A).[27]The older two axes control system was offered as an option. The single control (non-differential) wheel brakes remained.[28]The airplane had a higher rate of climb, a higher speed for best climb rate, and better engine cooling. Its non-spinning characteristics remained unchanged.[citation needed]

Alon produced 245 A-2s from 1964 to 1967, with peak production of 137 in 1966. The last 25 A-2s produced by Alon had spring-steel landing gear in place of the original main gear struts, light alloy castings and trailing links. The base price in 1967 was up to $7975. Production of the A-2 ceased in September 1967, and on October 9, 1967, Alon was purchased by, and became a division of, theMooney Airplane CompanyofKerrville, Texas.[29]

Mooney A-2A and M10 Cadet
Main article:Mooney M10

Mooney began producing the aircraft in 1968 as the Mooney A-2A. Next the company redesigned the fuselage from the cockpit back, with square windows behind the sliding canopy. Even as it produced the A-2A Cadet, Mooney was busy re-designing the aircraft. On February 23, 1968, the first Mooney M10 Cadet flew. The aircraft has a single fin, with a vertical leading edge, as most Mooneys do.[citation needed]

Univair

The type certificate was sold toUnivair Aircraft CorporationofAurora, Coloradoin October, 1974 and remains with Univair. The company has not produced any new aircraft but continues to produce replacement parts and provide technical assistance to Ercoupe owners.[30]

Operational history[edit]

Military[edit]

ERCO PQ-13; serial number41-25196

Three model 415-C aircraft were procured by theUnited States Army Air Forcesfor use during World War II.

Model 415-C military service
Construction
number 		Construction
date 		Civilian
registration 		Purchase
date 		Army Air Force
designation 		Army Air Force
serial number 		Service
date
39 1941 NC28944 January 4, 1941 YO-55 41-18875 February 26, 1941
110 1941 NC37143 August 14, 1941 PQ-13 41-39099 August 1941
11 12/04/1940 NC28655 January 4, 1941 PQ-13 41-25196 August 1941

[31]

Takeoff of America's first "rocket-assisted" fixed-wing aircraft, an Ercoupe fitted with aGALCITdeveloped solid propellent JATO booster with a thrust of 28 pounds force (125 N). March Field, California.

On 12 August 1941, the firstUSAAFrocket-assist takeoffwas made by aWright Fieldtest pilot,Capt.Homer Boushey,using a small civilian-type Ercoupe aircraft.[32]Subsequent refinements of this technique were made for assisting heavily loaded aircraft in taking off from limited space.[33]

An additional Ercoupe was evaluated by the Royal Air Force in 1947. This aircraft was serial number 4784, carried Royal Air Force markings VX 147 and was polished metal all over with RAF roundels.[34][35][36]

Light sport use[edit]

The Ercoupe is atype certified aircraft.However, some Univair Ercoupe 415-C and 415-CD models meet the FAA requirements to be flown by sport pilots aslight-sport aircraft.[37]The characteristics of the Ercoupe helpedJessica Cox(who was born without arms) to become a qualified pilot.[citation needed]

Variants[edit]

ERCO/Sanders[edit]

310
1937 prototype originally powered by a 37 hp (28 kW)Continental A40engine and with tricycle landing gear, metal construction, fabric-covered wings, and a single tail fin. The engine was later swapped with a 65 hp (48 kW)ERCO IL-116.[38]
415
Initial production aircraft powered by 65 hp (48 kW)ERCO IL-116engines. The -A and -B suffixes were never used; the company's official records use only the -C suffix, which stood for "Continental", once the IL-116 was no longer used. 10 aircraft were built from 1939 to 1940.[citation needed]
Wooden Ercoupe
Two aircraft were built using birch and plywood in 1941 to demonstrate use of non-strategic materials,but no further aircraft were built and the test articles were scrapped.[citation needed]
415-C Ercoupe
First variant to enter large-scale production. Prewar 415-C Ercoupes were powered by 65 hp (48 kW)Continental A65-8engines, while postwar Ercoupes were powered by 75 hp (56 kW)Continental C75-12engines. Maximum gross weight was 1,260 lb (570 kg). 4,520 total built; 112 pre-war and 4,408 post-war.[38][39]
415-D Ercoupe
As 415-C but with fuel capacity increased by 1 US gal (3.8 L) and a modified up-elevator limit. Gross weight was also increased to 1,400 lb (640 kg). 77 built.[38][40]One 415-D was modified under aSupplemental Type Certificateto fit a 108 hp (81 kW)Lycoming O-235-C2Cpowerplant.[41]
ERCO 415-CD Ercoupe
415-CD Ercoupe
As 415-D but with a revised elevator limit as well as a modified nose gear and ventilation system. Gross weight was reduced back to 1,260 lb (570 kg). 275 built.[38][39]
415-E Ercoupe
As 415-D but powered by an 85 hp (63 kW)Continental C85-12or C85-12F engine, introduced the split elevator with 20° of up-elevator travel. Gross weight was once again increased to 1,400 lb (640 kg). 139 built.[38][40]
415-F Ercoupe
As 415-D but powered by a 90 hp (67 kW)Continental C90engine.[38]
ERCO 415-G Club-Air
415-G Club-Air
As 415-E but with a rearKiddy-Seatand a modified windscreen.[38][40]
415-H Club-Air
As 415-G but powered by a 75 hp (56 kW)Continental C75engines. A total of 70 415-G and 415-H aircraft were built.[38]
YO-55
A single Ercoupe was acquired for evaluation for the military observation role.[42]
XPQ-13
XPQ-13
Target drone variant of the Ercoupe.[42]
Twin Ercoupe
In 1948 J. B. Collie of Southeast Air Service produced a Twin Ercoupe by joining two Ercoupe fuselages with a new centre section, similar to theNorth American P-82 Twin Mustang,for use in airshows byThrasher Brothers Air Circus,Elberton GA. Flown by Grady Thrasher and his brother, who rolled, looped, and spun it. The aircraft had a smoke system for each engine, and could be flown from either cockpit.[43][44]

Forney/Air Products[edit]

Forney F-1A Aircoupe
F-1 Aircoupe
Forney/Fornaire-built development of the ERCO 415-G. Powered by a 90 hp (67 kW)Continental C90-12Fengine, the F-1 differed from the 415-G in that it had a metal-clad outer wing, an improved canopy, a redesigned canopy, as well as a new instrument panel and seats. 115 built.[38][40]
F-1A Aircoupe
As F-1 but with modified control runs as well as a bew rear spar and nosewheel leg. 50 built byAir Products Co.[38][40]

Alon[edit]

Alon A-2 Aircoupe
A-2 Aircoupe
Alon-built derivative of the F-1A powered by a 90 hp (67 kW)Continental C90-16F.Other differences included a sliding canopy as well as improved fuel tanks and instruments. 244 built.[38][40]
A-2A Aircoupe
As A-2 but with spring steel main landing gear. 64 built.[38][40]
A-3 Argus 130
As A-2A but powered by a 130 hp (97 kW)Franklinengine and with a "two-plus-two" cabin. One prototype built.[38]
Alon XA-4
XA-4
Four-seat development of the A-2 powered by a 150 hp (112 kW)Lycoming O-320-Aengine. The XA-4 also featured a stretched fuselage, a redesigned cowling, modified wings, and a single swept tail fin. One prototype built.[38]

Derivatives[edit]

Mooney M10 Cadet
A single-tailed version of the Alon Aircoupe, powered by a 90 hp (67 kW)Continental C90-16F,akaMooney-Coupe,with 59 aircraft built.[citation needed]
Bryan Autoplane
Leland D. Bryanbuilt a series of roadable aircraft using an Ercoupe fuselage, calling this line the Bryan Autoplane. Significant modifications included a double-articulated folding wing mechanism and a pusher engine. It still retained Ercoupe features, such as the twin tail and the center section. The first flight was in 1953, and the model II flew 65 hours. The Model III with a single wing-fold mechanism crashed in 1974, killing Bryan.[45][46]
Lasher Little Thumper
C. W. Lasherbuilt and flew a single-seat open-cockpittaildraggeraircraft called "Little Thumper", using an Ercoupe center section and wing assembly and anAeronca Champaft fuselage.[47]

Specifications (Ercoupe 415-C)[edit]

3-view silhouette drawing of the ERCO 415-C Ercoupe
3-view silhouette drawing of the ERCO 415-C Ercoupe

Data fromEAA Museum,[48]Federal Aviation Administration,[49]Plane & Pilot[50]

General characteristics

  • Crew:one
  • Capacity:one passenger
  • Length:20 ft 9 in (6.32 m)
  • Wingspan:30 ft 0 in (9.14 m)
  • Height:5 ft 11 in (1.80 m)
  • Wing area:142.6 sq ft (13.25 m2)
  • Airfoil:NACA 43013[51]
  • Powerplant:1 ×Continental C75-124-cylinder air-cooled horizontally-opposed piston engine, 75 hp (56 kW)
  • Propellers:2-bladed variable-pitch propeller

Performance

  • Maximum speed:110 mph (180 km/h, 96 kn)
  • Cruise speed:95 mph (153 km/h, 83 kn)
  • Stall speed:48 mph (77 km/h, 42 kn)
  • Never exceed speed:144 mph (232 km/h, 125 kn)
  • Range:300 mi (480 km, 260 nmi)
  • Service ceiling:13,000 ft (4,000 m)
  • Rate of climb:550 ft/min (2.8 m/s)
  • Wing loading:8.83 lb/sq ft (43.1 kg/m2)
  • Power/mass:0.13 hp/lb (0.21 kW/kg)

See also[edit]

Aircraft of comparable role, configuration, and era

Notes[edit]

  1. ^William Bushnell Stout; James Gilbert.So Away I Went!.p. 250.
  2. ^"Flivver Plane Without Tail Almost Flies Itself".Popular Mechanics.Hearst Magazines. November 1935. p. 659.
  3. ^"The W-l".Sport Aviation.July 1959.
  4. ^Roger D. Launius (1999).Innovation and the development of flight.ISBN0-89096-876-4.
  5. ^Tom D. Crouch (2004).Wings a history of aviation from kites to the space age.ISBN0-393-32620-9.
  6. ^Stanley G. Thomas (1991).The Ercoupe.ISBN0-8306-7016-5.
  7. ^C.B. Allen (June 1, 1941). "Auto Driver Can Solo New Plane In Two Hours".The Washington Post.
  8. ^"Ercoupe 415C".Archived fromthe originalon February 5, 2016.RetrievedFebruary 9,2011.
  9. ^"New Plane is Nearly Foolproof".Life.Vol. 9, no. 15. October 7, 1940. pp. 114–115.
  10. ^Janet Rose Daly Bednarek; Michael H. Bednarek.Dreams of flight: general aviation in the United States.
  11. ^"New Ercoupe Delivered; Performance Boosts Announced".Aviation News.Vol. 4, no. 11. October 8, 1945. p. 36.
  12. ^Mark Phelps (September 1987). "Prophets and Losses".Flying Magazine:135.
  13. ^Joseph P. Juptner.U.S. Civil Aircraft Series, Volume 8.p. 73.
  14. ^"Head of Ercoupe Denies Lay-Offs Caused Sabotage".The Washington Post.November 10, 1946.
  15. ^"Two Killed When Test Plane Crashes in Prince Georges".The Washington Post.November 6, 1946.
  16. ^"Mailbox: Heartening Trend".Flying.Vol. 64, no. 1. January 1959. p. 6.
  17. ^Corporation, Bonnier (January 1, 1947)."Popular Science".Bonnier Corporation – via Google Books.
  18. ^"American airplanes: Aeronca".www.aerofiles.com.
  19. ^Magazines, Hearst (January 1, 1947)."Popular Mechanics".Hearst Magazines – via Google Books.
  20. ^Weick, Fred E. (1985)."1947 - Sanders Takes Ercoupe; Erco Experiments"(PDF).NASA.RetrievedJuly 8,2019.
  21. ^McSurely, Alexander (October 13, 1947)."Sanders Aviation, Inc., Acquires Exclusive Ercoupe Sales Rights".Aviation Week.Vol. 47, no. 15. p. 13.RetrievedOctober 27,2021.
  22. ^Kate Igoe (1997).NATIONAL AIR AND SPACE ARCHIVES FRED E. WEICK AUTOBIOGRAPHICAL TRANSCRIPTS.
  23. ^"American airplanes: E".Aerofiles.com. May 2, 2009.RetrievedFebruary 26,2011.
  24. ^Federal Aviation Administration,TCDS A-787, Revision 33ArchivedNovember 14, 2016, at theWayback Machinepage 3, dated 14 July 2005, retrieved 21 July 2013
  25. ^Donald M. Pattillo.A History in the Making: 80 Turbulent Years in the American General Aviation Industry.p. 82.
  26. ^Aviation Week3/30/64
  27. ^Federal Aviation Administration,TCDS A-787, Revision 33ArchivedNovember 14, 2016, at theWayback Machinepage 4, dated 14 July 2005, retrieved 21 July 2013
  28. ^Private Pilot.July 1967.{{cite journal}}:Missing or empty|title=(help)
  29. ^Stephen Wilkenson (May 1968). "The Aircoupe".Flying.Vol. 82, no. 5. p. 68.
  30. ^Univair Aircraft Corporation."Univair Aircraft Corporation Celebrates 72 Years of Service to the Aviation Community".RetrievedOctober 22,2021.
  31. ^Wood, Percy."Yes, the Ercoupe is a" war bird, "but that depends on whose definition you use!".Hevanet.com.Archived fromthe originalon June 22, 2006.RetrievedAugust 1,2017.
  32. ^Portree, David S.F. (March 31, 2012)."Who Controls the Moon Controls the Earth (1958)".Beyond Apollo.wired.com.Archived fromthe originalon April 5, 2012.RetrievedApril 5,2012.
  33. ^"Rato".National Museum of the United States Air Force. Archived fromthe originalon December 25, 2005.
  34. ^"Background of VX-147 RAF service".tinfeathers.com.
  35. ^Ranter, Harro."Accident ERCO 415-CD Ercoupe G-AKFC, 13 Aug 1967".aviation-safety.net.
  36. ^"Photo of VX 147 and replicas".edcoatescollection.com.
  37. ^"Light Sport Aircraft: Existing Type Certificated Models"(PDF).faa.gov.
  38. ^abcdefghijklmnSimpson, R. W. (1991).Airlife's General Aviation(2nd ed.). Airlife Publishing. pp. 181–183.ISBN1853105775.
  39. ^ab"Type Certificate Data Sheet No. A-718 Revision 29".Federal Aviation Administration.July 14, 2005.
  40. ^abcdefg"Type Certificate Data Sheet No. A-787 Revision 33".Federal Aviation Administration.July 14, 2005.
  41. ^Federal Aviation Administration(December 15, 2003)."Supplemental Type Certificate SA01697CH".RetrievedNovember 11,2012.
  42. ^abFahey, James Charles (1964) [1946].U.S. Army aircraft (heavier-than-air) 1908-1946.Ships and aircraft.OCLC6400130.
  43. ^AOPA Pilot.1944.{{cite journal}}:Missing or empty|title=(help)
  44. ^"American airplanes: Ea - Ew".aerofiles.com.
  45. ^Salisbury, Lionel."Bryan Autoplane".www.roadabletimes.com.
  46. ^"Bryan's" autoplane "".Sport Aviation.September 1957.
  47. ^"What I learned from" Little Thumper "".Sport Aviation.January 1962.
  48. ^"Ercoupe 415-C Specifications".EEA Aviation Center. Archived fromthe originalon April 27, 2003.RetrievedJanuary 18,2007.
  49. ^"Aircraft Specification No. A-718"(PDF).Federal Aviation Administration. Archived fromthe original(PDF)on June 19, 2012.
  50. ^Colby, Douglas; Corban, Bud; Cox, Bill (April 2005)."Flying for Peanuts".Plane & Pilot.Archived fromthe originalon February 18, 2006.
  51. ^Lednicer, David."The Incomplete Guide to Airfoil Usage".m-selig.ae.illinois.edu.RetrievedApril 16,2019.

References[edit]

External links[edit]

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