The later year-model airplanes built by ACA can be IFR certified. You'll need a heated pitot tube and the appropriate instrumentation. For the 7GCAA, you'll need Rev. B of the flight manual to allow IFR operations.

At one point the factory was working on certification of an autopilot (I think it was the TruTrak), but I haven't seen anything regarding that in a couple of years. The 8GCBC has the G500 autopilot approved, although that's technically not a Citabria.

There's a guy on the Citabria FB group that takes his up to the lower flight levels and does LONG cross-countries. That's not my cup of tea, but it's certainly possible.

Yes! I meant his engine specifically but you're correct - you could get the inverted fuel/oil systems with the 7-series wing.

I found the Super Decathlon to be a reasonably comfortable cross country machine for 2 with light bags, but I'm a little guy so maybe that helps. It's definitely not a "get you there quickly" machine but that's part of the fun of little taildraggers.

I cannot imagine 3+ hours in the saddle. People do it, I guess, but I'd be hurting. The seating position is pretty upright and not adjustable. Compared to a modern plane, the leg room is minimal. Maybe if you're young enough not to care or very limber. I'm neither of those things...

You could certainly strap a duffle bag or suitcase in the back seat. With a passenger I think you'd both have to pack very light.

XC capability + IFR + akro = RV-7 or RV-14 or E33C Bonanza.

Yeah no... the Citabria was the most fun "useless" airplane I've owned.

Check the elevator cables carefully under the battery box. Even if a sealed battery is installed the cables are directly under the box in the aft fuselage and acid can leak on them.

Check rudder cables for wear at the fabric exit points in the rear.

See if you have the latest seat frames especially if folding backs are installed. Slide the cushions off and look for cracking.

The firewall mounted orange Hawker battery gets a lot of weight out of the tail and it flies better especially loaded. But to do it right there is a small bit of welding needed that is hard to do with the engine and boot cowl installed. I have "heard" it works fine without.

Rust in lower tubes and the diagonal tubes above the rear seat persons head behind the headliner

Damage to the lower square longerons by the main gear attach points

Worn carb airboxes.

The right cowl southco fasteners and receptacles make life a lot easier

Check condition of boot between carb and cowl.

Tailwheel leaf springs are frequently bent. Wrong steering springs to the tailwheel, worn tailwheel components.

Corroded or worn wheels and brakes. The mid 70s Cleveland's are hard to find.

Gear alignment should be right. Grove shims are the cheapest to fix.

Make sure the gear U bolts are the latest design and torqued properly. ACA has a service letter on the bulletin but the torque chart is easy to confuse.

spades are not needed for normal flying and less to walk into.

Check bottom of cabin step for rust.

Check forward side of cabin door for cracks around upper hinge.

Check wear of aileron bellcranks. The center pivot gets sloppy and pushrod rod ends get worn.
Check wear in the elevator pushrod connecting the sticks.
Check wear or cracks in the stick socket castings under the floor.

The flush high speed inspection plates work better than the stock ACA plates.

Check elevator trim pulleys are free under the horizontal tail.

New leather wear pads help a lot in the throttles and trim.

I like to add some fabric tape to hold the skylight in. They can blow out with no warning.

On skis the Citabria GCAA with no flaps does not work real well. The main gear is too short and to rotate to get the wing to get enough lift to accelerate on snow the tailwheel drags. We tried one with the Trickair wheel skis and it was not good either. A GCBC with flaps might be better. On wheels I'd probably have the GCAA . Cheaper and less empty weight. Remember there is only the Aerobatic gross no standard cat higher gross. The factory metal spar wings had a higher gross but I don't think any of the STC metal spar conversions did.

Micro VG kit makes a difference slow but the elevator force changes with power application on a slow spot landing approach take some getting used to. increased slipstream over the trim tab changes trim.

It is a LOT more comfortable and warm in winter than a Supercub. Seats are nice and it is a good place to be all day on long trips. I flew a Carbon Cub PA to Idaho a few years ago and really wished I was in a Citabria or Scout.

The seats get overstuffed though . Try to adjust so your eye level is below the side window top. Much better visibility and you are not ducking all the time.

Yeah no... the Citabria was the most fun "useless" airplane I've owned.

Thanks so much Charlie. Will give this post in its entirety to the guy doing my prebuy. You clearly have a ton of quality experience with them.

My dad owned a long wing GCAA for almost a decade when he was younger. He talks about it a lot, used it to travel from Lafayette, La, to Mineral Wells, Tx quite a bit in the early 80's. I would love to own one eventually.

Oh, and primary training can be done in a bonanza. I did my entire PPL in a 48 A35, with a throwover... knowing what I do now, I would have much preferred a Citabria to learn in, or a Cub.. just didnt own one at the time.

Making a good landing in the Cuby is much more difficult than a bo.

We will need pics upon purchase

Club had one and it had an accident. Really miss that plane. 320 engine is just right.
Heavy 8.50 tires were really nice for grass but smaller/lighter tires I think would have really made the feeling in roll "lighter" or sportier.

I want another one.

Arguably a more comfortable tail wheel cross country airplane than the Super Cub, and at first blush better value. However, they seem to suffer from payload constraints? Possibly exacerbated if the original wooden spar was replaced with a metal spar. Have seen nicely reconditioned 7GCBC variants with a UL of 350~400 lbs, UL not payload.

The Super Cub has a loyal following because at heart it is a true utility bird.

The Decathlon is a competent aerobatic type, but I regard it as a different animal to your Citabria.

I am 6’2” and weigh 17+ Stone and am comfortable in the front or rear seat of a 7GCAA

Had a 7ECA for a few years, only sold it because I had a Pitts for Acro and wanted a better XC plane.

Lots of fun, low cost per hour.





At this point, I'd rather have the 7ECA than the single seat Pitts.

Citabria spelled backwards is "Airbatic" they had some fun with names as you will see further.

7 series are flat bottom wings.
8 series are semi symmetrical wings.

7ECA 115 HP flat bottom wing = Backwards "ACE"
7ECAA 150HP flat bottom wing = Backwards "A ACE"
7KCAB 150-180HP flat bottom wing, inverted fuel and oil = Backwards "BACK" meaning it can fly on it's back.

8KCAB 15-220hp semi symmetrical wings, inverted fuel and oil = Backwards "BACK".

7GCAA and 7CGBC... Welp, I got nothing.

Absolutely agree with you. My first plane was a 7ECA — such a straightforward, no-fuss aircraft to own and fly. The only hiccup I had was a stuck fuel valve. I can’t recall the exact issue, but it simply wouldn’t budge. Mine was a 1968 model, and none of the replacement parts from American Champion fit. I ended up tracking one down at an airplane salvage yard, which kept me grounded for a solid month.

A quick heads-up on one thing: my aircraft had wood spars. Now, there’s nothing inherently wrong with wood, but most buyers seem to lean toward metal spars. If you ever decide to sell, be ready for that to come up—often. Personally, I wouldn't shy away from a plane with wood spars, but if I had the choice, I’d go for metal.

As for heel brakes—don’t sweat them. They seem odd at first, but you’ll get the hang of them in no time.

On the spar thing... lots of people have applied the faulty reasoning that the wood spar is fine on other designs so it should be fine on this one. There's even an inspection procedure so you can look for the characteristic compression cracks without removing the skin, giving you peace of mind, right?

Well... more than one owner had a set of wings that passed inspection, but still found cracks when they went to re-skin the plane. One of those was near here and word spread pretty quickly. The cracks had oxidized enough that it was evident that they'd been present for quite a while. I suspect you can find pictures of some of these findings without having to search too long.

You do you. If it were me, I don't think I'd buy one with a wood spar.