Fuel Burn at 75% power in standard conditions per hour. Luscombe 8 1944 Luscombe Silvaire Model 8-A Standar 1958 Luscombe Silvaire Model 8-E Oil Capacity 4 quarts 4.5 quarts Performance Do Not Exceed Speed 126 Knots-glide or dive 100 Knots-level 126 Knots-glide or dive 100 Knots-level Max. Structural Cruising Speed N/A N/A 24 more rows WebFind N71881 1946 LUSCOMBE 8A on Aircraft.com. He left Mono Aircraft, maker of the speedy Monocoupes, to set up his own company in Kansas City, Missouri, in 1933. on board. "I was charmed in many ways by the Luscombe - its gleaming, polished-aluminum surface, the great handling, zippy yet economical performance, surprisingly easy landings, and good American hardware.". The brakes are actuated by independent floor pedals that were a marvel of innovation in their time. Taken during high wind, it was a picture of a J3 Cub flying about 1 foot off the ground at the ends of its tie down ropes. The aircraft is a two-place, high-wing, single-engine airplane, equipped with conventional landing gear. With appropriate equipment it is a passable IFR airplane, although range and en-durance can be a little short when trying to reach an alternate. Runup takes only moments: Move the stick about to check the ailerons and elevators (after taxiing, the pilot should know if the rudder is properly attached), check the mags and carb heat (on some models the manual recommends landing and taking off with full carburetor heat), scrutinize the engine gauges, set the elevator trim, set such gyros as are installed, and line up with the runway. Just updating the panel will cost most of what this old bird is worth. As World War II wound down, Luscombe moved its factory to Garland, Texas, and decided to resurrect the basic 8A. Restoration Request Form. Weight and balance data missing? Then theres the Gull Wing Stinson. They make it clear that they will not tolerate a milquetoast on the stick and rudder but will reward the pilot who truly knows how to operate those devices. The details are the stuff of disagreement even today, but it seems that the type certificate changed hands while money did not, so Larsen kept the tooling. WebFor something between $15,000 and $21,000 and the willingness to learn to fly the airplane, the Luscombe can be a most enjoyable personal magic carpet. The engine immediately lived up to the skeptics fears as it proved to be cantankerous. Otherwise these are great Art Deco pieces of art that look super hanging in your hangers rafterswhere most can be found. No more white knuckles. Interesting pproject if capable, and yes flipped two, but buyer had best have all past ownership and flight records for gov, and especially other lower 48 pilots whose clannishness and nose in air is legendary, will gleefully screw you over. Perhaps that is because Luscombe was the first to completely enclose the engine within a cowl, a feat of development at a time when Aeronca and Piper were still cooling flat engines by leaving the cylinders out in the breeze and hoping for the best. Continental, determined to make the engine work, added a second magneto and set of spark plugs, provided for carburetor heat, and made some other changes. About 1,000 Silvaires were built between the first part of 1938 and the early months of 1942. My answer is learn to fly the airplane or leave it in the hanger. In January 1935, Luscombe moved his factory to West Trenton, New Jersey, where development started on the Model 90 (to be renamed the Model 4), another radial-engine machine with a lower price tag. constructed to USA CAR 4a standard airworthiness requirements. His is an original 8A with no electrical system. Returning to the field for landing, plan on using carburetor heat when the power is reduced, then slow the airplane to about 65 to 70 mph on finalor slower if flying one with flaps. All true, and the Gullwing is incredible but the Howard is better with its more common Pratt and Whitney R985. Oftentimes, the planes that show up on craigslist are worth talking about. Overall, the airplane is most pleasant to fly and travels cross-country efficiently. Taking on an airplane project can be daunting, but there are many aviation enthusiasts that will tell you planes of this era are so blissfully simple that theres nothing to be afraid of. Bluntly speaking, the cabin is just plain small by todays standards. Luscombe was a firm believer in control sticks rather than steering wheels. N1005K (1946) N1013K (1946) N1015K (1946) N1029K (1946) N1034K (1946) N1035K (1946) N1040K (1946) N1042K; N1045K (1946) N1046K (1946) N1057K (1946) N1064K They are admired and prized by those who know them well. Finally finished and flew it nearly 2000 hours including three coast to coast trips without a mishap due to a patient and thorough 10 hour check out. The gear is housed in tapered fairings and the shock-absorption mechanism is located inside the airframe, so there is little drag and little to inspect other than the brakes. airworthiness of an aircraft or the current aircraft configuration. I got frustrated with how long my restoration was taking on N77885 and did exactly that one calm afternoon. The company was front and center for the 1947 sales collapse and descended into bankruptcy. Continental A65-8, 2840 TTSN, No Electrical or https://www.youtube.com/watch?v=HkDQBXH02fE. The wing tips look OK, left horizontal stabilizer leading edge is banged in addition to the damaged vertical stabilizer so ground loop is out. In 1955 the type certificate was sold to an organization in Colorado. The airplanes met the rather primitive aerobatic certification requirements of the day. They exist because of the determination of an affable scalawag to create and mass-produce all-metal airplanes. First of all, there is just something cool about flying such a back to basics airplane. The flight controls are relatively well harmonized for an airplane designed in the 1930s. Taxi of Luscombe 8A, and takeoffs and landings of this vintage taildragger airplane! That is somewhat optimistic. While that only proves the airplane is able to withstand negative Gs, it is impressive nonetheless. The biggest problem with tail-draggers is landing in a crosswind. On a gusty day in a Luscombe with questionable brakes, the sweating occupant of the left seat may be in full agreement. Sometimes a tail-SKID like the real early planes used was better. Once in the air the pilot discovers that the Silvaire has crisper handling than its tube-and-fabric brethren. Get extra lift from AOPA. Its an interesting alternative to a Cessna of the same era, and in their day, Luscombes were fairly advanced aircraft. So, I thought I would toss out some known numbers on this one particular Luscombe 8A with an A-65, Ceconite covered wings and a brand new PMA'd 14 gallon fuel tank. There's quite a difference flying a low wing loading older light plane from a high wing loading one that pretty much punches through the winds and turbulence. Dumbest thing I ever did in aviation, but I got away with it. Visibility over the nose is outstanding. WebThe Luscombe 8 was designed by Donald Luscombe and flown for the first time in 1937. Don Luscombe worked much of his adult life to develop and market an all-metal airplane, fighting almost constant financial crisis in the process. The aircraft has a cruise speed of 78 knots and a stall speed of 37 knots. Have all logs. Become a member and get exclusive access to articles, contests and more! By 1960 over 5,800 aircraft has been produced by Luscombe Aircraft Corporation and subsequent companies. Look at this example on trade-a-plane for what 26K will get you. Mine is a 8E We flew loops, rolls, and spins. $2,795; POP: 278. The type certificate and tooling were acquired by Moody Larsen of Belleville, Michigan, in 1964. The brakes are actuated by independent floor pedals that were a marvel of innovation in their time. Using the original Luscombe jigs, restorations are expertly crafted in our 25,000 square foot hangar at the Jamestown Airport KJHW. No one has been able to explain it to me but a nose-gear naturally wants to move straight forward. Fairly large quantities of fuel in the fuselage tend to give most pilots the heebie-jeebies, so the wing tanks are an im-provement, despite the substantial concern Luscombe showed in 1937 for crashworthiness in designing and protecting the original fuselage tank. Climb rate for the 8E and 8F was claimed to be 800 feet per minute. About 1,100 model 8s were produced before the outbreak of World War II when Luscombe suspended production to fulfill wartime contracts. Same 65 hp, but a bigger wing than Luscombe. The combination of relatively stiff landing gear, fairly narrow gear tread, and effective flight controls means that a pilot who does not position the controls correctly is going to have trouble during landing rollout. The preflight is without surprise or duplicity. 1,200. ( by watching several ground loop videos, it seems they are coming in too fast) Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation. Tall narrow gear and no ailerons. Each aircraft is restored to uncompromising standards and unique specifications of each owner or buyer. 2023 Aircraft Owners and Pilots Association, Avg. Already a member? Most pilots adjust fairly quickly to this slightly unusual state of affairs. The rudder has a relatively short throw, so a pilot used to more travel or less responsive rudders may overcontrol a bit at first. List of aircraft registered in the United States with the manufacturer and model designation of LUSCOMBE 8A, ordered by tail number. If Moody Lar-sen did his magic and caused a 115- or 150-hp engine to be up front, climb rate can easily exceed 1,000 fpm. The handling of a Luscombe on landing has to be put in perspective. They exist because of the determination of an affable scalawag to create and mass-produce all-metal airplanes. Or subscribe without commenting. In 1937, Continental Motors approached Luscombe with a new 50-horsepower, four-cylinder, horizontally opposed engine. Steep turns are such pleasure that it is difficult to stop. It managed to sell about 80 8Fs before collapsing in 1960. Perhaps that is because Luscombe was the first to completely enclose the engine within a cowl, a feat of development at a time when Aeronca and Piper were still cooling flat engines by leaving the cylinders out in the breeze and hoping for the best. ( minimum altitude, I think) I like the quick disconnect wings. They make it clear that they will not tolerate a milquetoast on the stick and rudder but will reward the pilot who truly knows how to operate those devices. No need to do it alone. Luscombes Model 8 Silvaire first appeared in 1937, and the first 50-hp production models were on the market in 1938. Full stall and wheel landings are a little deceptive in a Silvaire. LSA were SUPPOSSED to cost 50K. Yes, a turbine has been hung on a Luscombe. Log books from 1946 including Master Parts list and Production was resumed after the war with allmetal versions of the Silvaire, the 8E and 8F. I knew a guy who converted his Tri-Pacer into a Pacer (dont ask me why). While it may be nothing but showmanship, the Silvaire can make a good pilot look very good and let the pilot flying it have a ball. I think a Taylorcraft has to be an eye-opening experience in the same vein. In March 1939, the 8A, with a 65-hp Lycoming, and the 813, with a 65-hp Continental engine, were introduced. Rick Durden, AOPA PILOT, May 2000. It managed to sell about 80 8Fs before collapsing in 1960. SUBSCRIBE. The rudder has a relatively short throw, so a pilot used to more travel or less responsive rudders may overcontrol a bit at first. The 8E also featured a more powerful engine over the prior years with 85 b.h.p. Now, because they are pushed by ones heels rather than toes, there are those who insist they are a nefarious plot on the part of those who make airframe replacement parts to ensure a steady flow of business.
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