ALL GLASS AQUARIUM CANOPIES

Post war sales
A full-page Ercoupe advertisement, February 1946Although World War II had interrupted production of the Ercoupe, general aviation manufacturers were enthusiastic about the prospects of a post-war aviation boom. 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 1946, and in that year 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 non-conventional outlets such as the men's department of the Macy's department store chain.[citation needed]

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.[citation needed]

[edit] Other productionAeronca
Aeronca obtained a licence to produce the Ercoupe 415 as the Aeronca 12AC Chum in 1946 and built two prototypes: NX39637, with the Ercoupe twin-tail, and NX83772 with a larger, single tail, metal wings and trailing-link struts in the main undercarriage. No production ensued.[9][10][11]

Sanders Aviation
In 1947 ERCO sold its remaining Ercoupe inventory to Sanders Aviation, which continued to produce the aircraft in the same ERCO-owned factory. A total of 213 aircraft were sold by 1950. During this time, ERCO's chief engineer Fred Wieck moved on to Texas A&M, where he developed the agricultural Piper Pawnee aircraft and eventually the popular Piper Cherokee with John Thorpe and Karl Bergley.[12]

Univair Aircraft Industries
Univair Aircraft Corporation of Aurora, Colorado purchased the Ercoupe design from the Engineering and Research Company in 1950. They provided spare parts and customer support to the existing aircraft.[13]

In April 1955, Univair sold the Ercoupe type certificate to the Forney Aircraft Company of Fort Collins, Colorado, which later became the Fornaire Aircraft Company. The aircraft they produced differed from the 415-G in its engine/propeller combination, revised engine cowling, larger baggage compartment, and aluminum-covered wing panels. Production began in 1958 and ended in 1959.[citation needed]

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 of Carlsbad, New Mexico. The company was started by the city, with the hope of establishing aircraft manufacture as a local industry. They purchased the type certificate from Forney when a potential deal with Beechcraft fell through. Only a few planes were produced before the type certificate was sold to Alon, Incorporated on March 16, 1964. Twenty-five 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 manufacturer Beechcraft to 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 by Olive Ann Beech, who decided to concentrate resources on the Beechcraft Musketeer. This decision caused the executives to leave Beechcraft and establish operations in McPherson, Kansas where they 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." (-- Aviation Week 3/30/64)

The Alon A-2 and A-2A Aircoupes featured a sliding canopy, a more powerful Continental C90 90 hp (67 kW) engine, separate bucket seats and an improved instrument panel. The A-2 also differs from earlier models in having limited-movement rudder pedals, which also control the nosewheel steering. This was done in order to make it a more acceptable training aircraft and to make it easier to counteract increased P-factor yaw during a climb from the more powerful engine. The airplane had a higher rate of climb, a higher speed for best climb rate, and better engine cooling. Its non-spinning character remained unchanged.[citation needed]

Alon produced 245 A-2s from 1964 to 1967, with peak production of 1

St Andrew, Halstead, Essex

The eastern part of the South Aisle is so called because it was appropriated by the Bourchiers as their family burial place. The first Bourchier to be connected with Halstead was John, who obtained in 1311 the estate of Stanstead and married Helen de Colchester. He was buried in 1328 and in all probability the granite effigies resting on the easternmost tomb are those of him and his wife with four bedesmen being positioned at their feet. A wooden shield painted with the Bourchier arms has been fixed above the knight, but does not necessarily belong. (There is evidence suggesting that this is a replacement dating from as early as the first half of the sixteenth century. No other such separate shield has been known to have survived.)

The remains of the tomb on which the effigies lie (three portions of two sides of a limestone tomb-chest with 'weepers' and shields) belonged to the tomb of Robert, first Lord Bourchier, son of John and Helen, and his wife Margaret, daughter of Sir Thomas Prayers. Robert was the first Lay Chancellor of England (1340); he fought with the Black Prince at Crecy and was ambassador to the French to treat for peace. He died in 1349 of the Plague. According to the research carried out by J Enoch Powell MP the effigies lying under the adjacent canopied tomb are those of Robert and Margaret.

The canopied tomb with battlemented pinnacles and damaged tomb-chest is characterised by the style prevalent in the early part of the fifteenth century. They display the Bourchier Arms supported by an angel and a dragon. One angel panel in the front appears to have a scallop (cockleshell for Coggeshall?). If so, the tomb may have been made for John, second Lord Bourchier, KG (son of Robert) and his second wife Elizabeth, daughter of Sir John de Coggeshall. He died after a long and distinguished public career in 1400. Some interesting medieval scribbling on the western canopy shaft is gradually becoming obliterated. This records the names of important people connected with the parish. These include Colet (possibly John Colet, since the great tithe belonged to the Dean and Chapter of St Paul's), and Warner, whose family held the Manor of Dynes, alias Boises, from the reign of Henry VI to that of Mary.

Another scribble close by reads 'John Worth, let be your nice legs' although the last two letters are open to question. The Worthies held the Manor of Blamsters and John Worthie was steward to Lord Bourchier at Stanstead Hall during the reign of Henry VI. Weever, in the seventeenth century, mentioned seeing in the church the much damaged tomb of George de Vere, which has entirely disappeared. George was the nephew of John, the redoubtable thirteenth Earl of Oxford who commanded the van of the Duke of Richmond's army at Bosworth Field. George was buried at Halstead in 1498.