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26-458: The Citabria was designed and initially produced by Champion Aircraft Corporation, and was a derivative of designs the company had been building since acquiring the 7-series Champ from Aeronca in 1954. The model 7ECA Citabria entered production at Champion in 1964. The 7GCAA and 7GCBC variants, added in 1965, were joined by the 7KCAB in 1968. In 1970, Champion was acquired by Bellanca Aircraft Corporation , which continued production of all of

52-420: A different crankshaft from those intended for fixed-pitch propellers. The O-320 uses a conventional wet sump system for lubrication. The main bearings, connecting rods, camshaft bearings, tappets and pushrods are all pressure lubricated, while the piston pins, cylinder walls and gears are all lubricated by spray. The oil system is pressurized by an accessory-drive mounted oil pump. A remotely mounted oil cooler

78-709: A steel tube main gear which uses an oleo strut for shock absorption. All of the variants are discussed in more detail below. When the Citabria was introduced, it was the only airplane being commercially produced in the United States which was certified for aerobatics. Citabrias were also popular as trainers—because of their conventional gear and their aerobatic capabilities—and as personal aircraft. They were also found in utility roles as bush planes —thanks to their short take off and landing (STOL) ability, agriculture , pipeline patrol, and as glider towplanes . Though variants of

104-494: Is used, connected to the engine by flexible hoses. The 150 hp (112 kW) versions of the carbureted O-320, are approved for the use of 87 AKI automotive gasoline . Models with 9.0:1 compression ratio are not approved, such as the H2AD model. All other 160 hp (119 kW) 0-320s are approved for 91 AKI. Airframe approval is also necessary to use automotive gasoline in any certified aircraft. The factory retail price of

130-463: The Cessna 172 and Piper Cherokee , and remains in production as of 2024. Different variants are rated for 150 or 160 horsepower (112 or 119 kilowatts). The O-320 family of engines includes the carbureted O-320, the fuel-injected IO-320, the inverted mount, fuel-injected AIO-320 and the aerobatic , fuel-injected AEIO-320 series. The LIO-320 is a "left-handed" version with the crankshaft rotating in

156-462: The Lycoming O-235 and O-290 family from which they were derived. The O-320 shares the same 3.875 in (98 mm) stroke as the smaller engines, but produces more power with the bore increased to 5.125 in (130 mm). The design uses hydraulic tappets and incorporates the provisions for a hydraulically controlled propeller installation as well. The controllable-pitch propeller models use

182-521: The 1960s. In that period, only one Citabria model was built—a 7GCBC marketed as "Citabria 150S." American Champion Aircraft Corporation acquired the Citabria, Decathlon, and Scout designs in 1989 and returned the 7ECA, 7GCAA, and 7GCBC models to production over a period of years. The Citabria traces its lineage back to the Champ. The most noticeable external changes to the design are the Citabria's squared-off rudder surface, wingtips, and rear windows. Like

208-399: The 7BCM, 7CCM, and 7DC, reaching the 7EC. It was this model with which Champion commenced production in 1954, giving it the name "Traveler" to go along with the alphanumeric model designation. (Champion assigned both alphanumeric designations and names to most of its designs.) Though there was a great variety, all of the aircraft which Champion introduced were in one way or another related to

234-565: The 7ECA in 1995 as the Citabria "Aurora, " the biggest change was the use of metal-spar wings; the most recent significant design change has been the switch to aluminum main gear legs in 2004. Introduced in 1965, the Champion 7GCAA, like the 7ECA, featured wood-spar wings and oleo-shock main gear. The major difference was in the engine, which in the 7GCAA was a Lycoming O-320-A2B of 150 horsepower (110 kW). Champion switched to spring steel main gear legs in 1967. Bellanca continued production of

260-466: The 7GCAA as the Citabria "A" Package (a designation apparently begun by Champion), but with no significant design changes. American Champion's 7GCAA, reintroduced in 1997 as the Citabria "Adventure," is similar to earlier versions, with the exception of the metal-spar wings and the use of the Lycoming O-320-B2B engine of 160 horsepower (120 kW); the most recent significant design change has been

286-400: The 7GCAA of the same year, with wood-spar wings and spring steel main gear legs. The major differences between the 7GCAA and 7KCAB were in the fuel system and the engine oil system. The engine was replaced with a Lycoming IO-320-E2A of 150 horsepower (110 kW), while a header tank of 1.5 gallons—located beneath the instrument panel—was added to the fuel system. In addition, the carburetor

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312-414: The 7GCBC has a wingspan of 34.5 feet (10.5 m), 1-foot (0.30 m) longer than the 7ECA and 7GCAA, and carries wing flaps . Bellanca continued production of the 7GCBC, calling it the Citabria "C" Package (a designation apparently begun by Champion). American Champion's 7GCBC, reintroduced in 1994 as the Citabria "Explorer," is similar to earlier versions, with the exception of the metal-spar wings and

338-443: The Champ, the Citabria features tandem seating. The fuselage and tail surfaces are constructed of welded metal tubing. 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 1920s. The strut-braced wings of

364-596: The Champion-designed variants. Bellanca introduced two designs with close connections to the Citabria: The 8KCAB Decathlon and the 8GCBC Scout . Production at Bellanca ended in 1980 and the company's assets were liquidated in 1982. The Citabria designs passed through the hands of a number of companies through the 1980s, including a Champion Aircraft Company which was no relation to the Champion Aircraft of

390-563: The Citabria are, like the fuselage and tail surfaces, fabric covered, utilizing aluminum ribs . Most Citabrias 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 the Citabria is in a conventional arrangement . The main gear legs of most Citabrias are made of spring steel, though American Champion began to use aluminum gear legs in 2004. Early Citabrias were fitted with

416-655: The company and designs only a short time later. The 7GCBC Citabria was used as an observation aircraft by the Turkish Army . One of these aircraft is displayed at the Rahmi M Koç Museum in Istanbul . Data from Jane's All the World's Aircraft 1969–70 General characteristics Performance Related development Aircraft of comparable role, configuration, and era Champion Aircraft Champion Aircraft Corporation

442-463: The design, and other better-suited designs have largely taken over the Citabria's utility roles, Citabrias remain popular as trainers, glider towplanes, and for personal use. Introduced in 1964, the 7ECA was the first version of the design and utilized the Continental O-200-A engine of 100 horsepower (75 kW). When introduced, it featured wood-spar wings and oleo-shock main gear. Within

468-625: The first year of production, Champion began offering the Lycoming O-235-C1 engine of 115 horsepower (86 kW) as an alternative to the Continental. In 1967, Champion switched to spring steel main gear legs; by then, the Lycoming engine had become the standard. On acquiring the design, Bellanca gave this model the name Citabria "Standard" and began using the 115 horsepower (86 kW) Lycoming O-235-K2C engine. When American Champion reintroduced

494-627: The opposite direction for use on twin-engined aircraft to eliminate the critical engine . The first O-320 (with no suffix) was FAA certified on 28 July 1953 to CAR 13 effective 5 March 1952; this same engine was later re-designated, without change, as the O-320-A1A. The first IO-320 was certified on 10 April 1961, with the AIO-320 following on 23 June 1969 and the first aerobatic AEIO-320 on 12 April 1974. The LIO-320s were both certified on 28 August 1969. The O-320 family of engines externally resembles

520-399: The original Aeronca design. Champion's aircraft, by date of FAA approval or Champion introduction are: Lycoming O-320 The Lycoming O-320 is a large family of naturally aspirated, 320 cu in (5.2 L) air-cooled, horizontally-opposed four-cylinder , direct-drive engines produced by Lycoming Engines . Introduced in 1953, it is commonly used on light aircraft such as

546-503: The switch to aluminum main gear legs in 2004. An "Ultimate Adventure" version, with a Superior Vantage O-360-A3A2 engine of 180 horsepower (130 kW) and a composite propeller , is also produced by American Champion. Champion introduced the 7GCBC in 1965. It was substantially similar to the 7GCAA of the same year, with a Lycoming O-320-A2B engine of 150 horsepower (110 kW), wood-spar wings, and spring steel main gear legs. The major differences between these two models are that

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572-401: The twin-engined Lancer . Champion was acquired in 1970 by Bellanca Aircraft Corporation , which continued to produce most of the Champion designs in production at the time of acquisition. Champion, as the name suggests, was formed to produce the design which Aeronca had introduced in 1946 as the 7AC Champion. By the time Aeronca ceased production in 1951, they had advanced the design through

598-406: The use of the Lycoming O-320-B2B of 160 horsepower (120 kW); the most recent significant design change has been the switch to aluminum main gear legs in 2004. A "High Country Explorer" version, with a Superior Vantage O-360-A3A2 engine of 180 horsepower (130 kW) and larger wheels, is also produced by American Champion. Champion introduced the 7KCAB in 1968. It was substantially similar to

624-465: Was a dedicated aerobatic aircraft based on the standard Citabria. It was a parasol winged monoplane, with a revised wing section and a longer fuselage. The prototype had an open cockpit for a single pilot, but the design allowed for conversion to a two seat layout. The aircraft was powered by a 200 hp (150 kW) Lycoming IO-360 Special engine driving a two-bladed propeller. It was never put into production at Champion nor by Bellanca which acquired

650-470: Was formed in 1954 by Robert Brown. Headquartered in Osceola , Wisconsin airport , it began production in 1954 of the 7EC design which it had purchased from Aeronca Aircraft Corporation . Through the 1950s and the 1960s Champion introduced variations on the 7-series design. Champion also developed and began production of the significantly upgraded follow-on to the 7-series, the 8KCAB Decathlon , as well as

676-434: Was replaced with a fuel injection system, and a Christen Industries inverted oil system was fitted to the engine. All of these changes were made in order to allow for extended inverted flight, a mode not possible in the earlier models. Bellanca continued production of the 7KCAB as the Citabria "B" Package (a designation apparently begun by Champion). The 8KCAB Citabria Pro was first flown by Champion on 2 August 1968, and

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