Luscombe
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Luscombe aircraft
The Beginnings - Kansas City, Missouri
Don Luscombe founded the Luscombe aircraft company in 1933, in Kansas City. Luscombe had already made his reputation as an airplane designer with the Monocoupe series of light aircraft, but he felt that the tube-and-fabric method of construction was too expensive and inefficient. He planned to create a light aircraft that was of all-metal, stressed-skin construction.
The new company's first airplane was the Luscombe Model 1, commonly known as the Luscombe Phantom. This was a high-wing, two-placemonoplane of all-metal construction (except for the fabric wing covering). The Phantom was tricky to land, and was never a financial success.
Trenton, New Jersey
In the winter of 1934-1935, Luscombe Aircraft moved to Trenton, New Jersey, and was incorporated as the Luscombe Aircraft Development Corporation. Shortly afterwards, the Luscombe School of Aeronautics also opened. Trainees from the school worked in the Luscombe factory, and the school helped support the aircraft company for many years.
In 1936, the company designed and began flying a simplified version of the Phantom known as the Luscombe 90, or Model 4. Much of the Phantom's complex compound-curved sheet metal was eliminated in favor of simplified single-curved sheets, and the hand-formed fairings were eliminated. Performance was not impressive.
Model 8
The Luscombe Aircraft Corporation was re-formed as a New Jersey company in 1937, and a new design was begun. The Luscombe 50 (Model 8) was to become the company's most famous product. The Model 8 used the new horizontally-opposed small engines that had just been developed by the engine manufacturers. Just in case these engines didn't pan out, the aircraft was designed with a round firewall to minimize frontal area and simple construction. Although it was alleged this might allow the installation of a small radial engine if the flat four did not work, none of the aging design engineers recall that being a design consideration.
The 50 followed in the Luscombe tradition of using no wood in the construction,
and had a monocoque stressed-skin fuselage with fabric-covered metal wings.
For a cheap, light airplane, this was a revolutionary construction technique.
Its competitors were built of fabric-covered steel tubing, with wooden spars
and sometimes ribs in the fabric-covered wings. Luscombe's construction
techniques allowed him to build his airplanes quickly and cheaply, without
sacrificing strength. His airplanes were also more efficient than his
competitors, cruising 10-20 mph faster on the same power.
The new Luscombe sold well, and soon the factory was making changes to the design. Continental had upgraded the A-50 engine to the A-65 engine of 65 horsepower (48 kW). Luscombe quickly certified this engine on the Model 8, and began producing it as the Model 8A. In 1938 and 1939, though, personality conflicts arose within the company, and Don Luscombe was forced out of the company in a proxy battle. Many Luscombe employees left at this time, also.
March of 1940 saw the introduction of another version of the Model 8, the 8B. This airplane was powered by a Lycoming O-145-B3 engine of 65 horsepower (48 kW). A month later, the company developed the deluxe model 8C, powered by a Continental C-75-8J engine. The interior was finished off with maroon cloth and tan leather upholstery, with a shock-mounted section in the instrument panel. The deluxe model was named the Silvaire, (in a contest) and was sold with full-color advertising.
With war raging in Europe, stocks of aluminum began to be rationed. Since the model 8 was widely used in the Civilian Pilot Training Program, Luscombe was able to maintain production and get a reasonable allotment of the lightweight metal. To ensure future allotments and increase its share of the CPTP market, Luscombe developed the model 8D. The instrument panel was changed so that it could be equipped with the necessary instruments for instrument flight and training, and so that radios could be installed easily. The 8D used the same 75 hp (56 kW) Continental engine as the 8C, but the 14 (US) gallon (53 L) fuselage tank was replaced by two 11.5 (US) gallon (44 L) wing tanks for greater range.
The man who had forced Don Luscombe out of the company was an Austrian named Leopold Klotz. The government considered him to be an enemy alien, which led to the company being taken over by the government during World War II, where its facilities produced military aircraft sub assemblies. Luscombe Aircraft spent the war years doing subcontract work for other manufacturers. In 1944, the Vested Claims Committee ruled that Klotz was a resident neutral rather than an enemy alien, and his Luscombe holdings were restored to him.
Dallas, Texas
During the war, Luscombe Aircraft moved from Trenton, NJ to Dallas, TX. In anticipation of the postwar aircraft boom, and to satisfy military procurement contracts it had, Luscombe set up a large factory and re-tooled with new jigs capable of higher production volume than the pre-war factory had been capable of. Due to several factors, including a fire at one plant that destroyed most of their stock of cushions and upholstery, production in the latter part of 1945 was quite limited. The airplane was also redesigned at this time to simplify construction of the fuselage into a modular construction.
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1946 Luscombe 8A
Early in 1946, Luscombe decided to redesign the wing to an all-metal
stressed-skin design, eliminating the fabric covering and simplifying the
construction. The company also produced a prototype of a single-place low-wing
design called the Model 10. This was never placed into production, since the
market for single-seat aircraft was considered to be too small.
The model 8 was upgraded once again in June, producing the 8E. This aircraft had an 85 horsepower (63 kW) engine, and the fuselage tank was replaced by two 12.5 (US?) gallon (47 L) wing tanks. This freed up space to install rear windows and a hat shelf in the space formerly occupied by the fuel tank. For a while, both all-metal and fabric-covered wing Luscombes were produced before the fabric-covered wing was phased out (use of old stock) in favor of the all-metal design.
Model 11
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1948 Luscombe 11A Sedan
In 1946, Luscombe also introduced the four-place Model 11, designed to specifications produced by the Flying Farmers of America. This was designed as a combined family/business aircraft, capable of carrying four people. With the back seat removed, up to six milk cans could be carried. Eventually, the Flying Farmer market proved to be a myth, so the Model 11 Sedan was finished with a more plush interior to appeal to the businessman. Certification was accomplished in May of 1948.
Further design changes to simplify Vertical stabilizer and Horizontal stabilizer construction were implemented in 1947.
The Air Force, in 1947, released a specification calling for an 85 hp (63 kW), high-wing tandem-seating aircraft to use as a liaison aircraft for Army ground forces. The proposal required an aircraft that was in current production, so Luscombe decided to convert a model 8E to a tandem configuration. This model passed the military tests, but lost out to the entry from Aeronca, who quoted a low price of less than $1700 per airplane. Luscombe obtained a type certificate for the T8F anyway, in anticipation of future off-the-shelf buys by the military. The later modified specification excluded Luscombe and resulted in buy from Cessna for the 'bird dog'.
The final simplification made to the Luscombe 8 design was the introduction in 1948 of the Silflex landing gear. This was a cantilever tubular-steel gear attached to a spring-oleo unit. It was four inches wider than the original wire-braced gear, simpler to manufacture, and stronger in side-load. It also reduced the incidence of ground-looping, and was less prone to damage when ground loops did occur. While the gear usually survived ground incidents, its strength often resulted in serious fuselage damage which was difficult to repair without jigging.
The last major upgrade to the Silvaire came in 1948. The Model 8F was introduced in January using a 90 hp (67 kW) Continental engine. The tandem aircraft was simultaneously upgraded to produce the T8F model. Sales were not strong, however, and the company was failing. In December, its major suppliers put Luscombe on a COD basis. More financial problems followed, and the company closed its doors in 1950.
After a bankruptcy, a new venture opened in Fort Collins Colorado as Silvaire aircraft. from 1958-1961 this firm produced some 83 aircraft labeled silvaires. Many of these aircraft were constructed from spares or MRB parts that were serviceable, but left from prior production. An FAA(CAA) certification audit resulted in the determination that continued production required a wholesale revision to the engineering drawings, specifications, and processes which had expired, run out of date, or been superseded. This was to be a comprehensive and very expensive process necessary to satisfy the FAA. The FAA required a new production management team of their choosing to oversee the project.
Senior management reviewed the findings and costs anticipated to prepare for future production of the aircraft in 1960. They determined that the limited market and the required changes necessary for production would not be economically feasible, so they closed the company and sold the production materials.
Several attempts to revive production have failed due to the high engineering and production costs involved, long lead times, and limited marketplace. None have succeeded. Although the aircraft has a passionate following, it is eclectic, and more marketable and cost effective product options now exist which render a revival of this 60 year old antique design unlikely.
Most parts and technical support for the Luscombe Aircraft remain available from The Luscombe Endowment and Classic Aero Support (http://www.luscombesilvaire).
Owners often engage in technical discussions at luscombeairplanes@yahoogroups.com.
Specifications
Model 1 (Phantom)
Engine: 145 hp (108 kW) Warner Super Scarab
Length: 21 ft 6 in (6.6 m)
Height: 6 ft 9 in (2.1 m)
Wingspan: 31 ft (9.4 m)
Gross Weight: 1950 pounds (885 kg)
Useful Load: 630 pounds (286 kg)
Max Speed: 168 mph (270 km/h)
Cruise Speed: 142 mph (229 km/h)
Range: 560 miles (901 km)
Model 4 (Luscombe 90)
Engine: 90 hp (67 kW) Warner Scarab Jr.
Length: 20 ft 11 in (6.4 m)
Height: 6 ft 6 in (2.0 m)
Wingspan: 32 ft 1 in (9.8 m)
Gross Weight: 1725 pounds (782 kg)
Useful Load: 622 pounds (282 kg)
Max Speed: 136 mph (219 km/h)
Cruise Speed: 120 mph (193 km/h)
Range: 580 miles (933 km)
Model 8 (Luscombe 50)
Engine: 50 hp (37 kW) Continental
Length: 20 ft (6.1 m)
Height: 5 ft 10 in (1.78 m)
Wingspan: 35 ft (10.7 m)
Gross Weight: 1200 pounds (544 kg)
Useful Load: 535 pounds (243 kg)
Max Speed: 115 mph (185 km/h)
Cruise Speed: 98 mph (158 km/h)
Range: 370 miles (595 km)
Model 8A (Silvaire)
Engine: 65 hp (48 kW) Continental
Length: 20 ft (6.1 m)
Height: 5 ft 10 in (1.78 m)
Wingspan: 35 feet
Gross Weight: 1200 pounds (1260 pounds optional)
Useful Load: 535 pounds (595 pounds optional)
Max Speed: 115 mph
Cruise Speed: 105 mph
Range: 370 miles
Model 8B (Silvaire)
Engine: 65 hp (48 kW) Lycoming
Length: 20 feet
Height: 5 feet, 10 inches
Wingspan: 35 feet
Gross Weight: 1200 pounds
Useful Load: 535 pounds
Max Speed: 115 mph
Cruise Speed: 105 mph
Range: 370 miles
Model 8C (Silvaire)
Engine: 75 hp (56 kW) Continental
Length: 20 feet
Height: 6 feet, 3 inches
Wingspan: 35 feet
Gross Weight: 1200 pounds
Useful Load: 535 pounds
Max Speed: 125 mph
Cruise Speed: 110 mph
Range: 370 miles
Model 8D (Silvaire)
Engine: 75 hp (56 kW) Continental
Length: 20 feet
Height: 6 feet, 3 inches
Wingspan: 35 feet
Gross Weight: 1310 pounds
Useful Load: 630 pounds
Max Speed: 125 mph
Cruise Speed: 110 mph
Range: 500 miles
Model 8E (Silvaire)
Engine: 85 hp (63 kW) Continental
Length: 20 feet
Height: 6 feet, 3 inches
Wingspan: 35 feet
Gross Weight: 1400 pounds
Useful Load: 630 pounds
Max Speed: 128 mph
Cruise Speed: 112 mph
Range: 500 miles
Model 8F (Silvaire)
Engine: 90 hp (67 kW) Continental
Length: 20 feet
Height: 6 feet, 3 inches
Wingspan: 35 feet
Gross Weight: 1400 pounds
Useful Load: 630 pounds
Max Speed: 130 mph
Cruise Speed: 115 mph
Range: 500 miles
Sub-Model T8F has tandem seating but is generally similar in dimension, Sprayer version approved for Restricted category operations can have higher Gross Weight with operational limits.
Model 11 (Sedan)
Engine: 165 hp (123 kW) Continental
Length: 23 feet, 6 inches
Height: 6 feet, 10 inches
Wingspan: 38 feet
Gross Weight: 2280 pounds
Useful Load: 1000 pounds
Max Speed: 140 mph
Cruise Speed: 130 mph
Range: 500 miles
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References
- Stanley G. Thomas; The Luscombes; Tab/Aero Books; ISBN 0-8306-3618-8(1st edition, softcover, 1991)
- John C. Swick; The Luscombe Story; Sunshine House; ISBN 0-943691-00-1(3rd printing, softcover, 1992)
- James B. Zazas; Visions of Luscombe - The Early Years; Sunshine House; ISBN 0-943691-09-5(1st edition, softcover, 1993)
External Links
- The Luscombe Endowment and Classic Aero Support (http://www.luscombesilvaire.info/)
- Continental Luscombe Association (http://www.luscombe-cla.org/)