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Luscombe 8

Background

The Luscombe Aircraft Corporation was re-formed as a New Jersey company in 1937, and a new design was begun. The Luscombe 50 (Model 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. For simplicity, the aircraft was designed with a round firewall to minimize frontal area and simplify 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 original design engineers recall that being a design consideration.

The Model 8 followed in the Luscombe tradition of using no wood in the construction, and had a monocoque fuselage with fabric-covered metal wings. For a cheap, light aircraft, 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 aircraft quickly and cheaply, without sacrificing strength. His aircraft 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 aircraft 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 (designed by Carl Frey) 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, New Jersey to Dallas, Texas. 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 aircraft was also redesigned at this time to simplify construction of the fuselage into a modular construction.

Early in 1946, Luscombe decided to redesign the wing to an all-metal monocoque 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 throw" (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.

Further design changes to simplify construction of the model 8 vertical stabilizer and horizontal stabilizer construction were implemented in 1947. These changes were alleged to save several hundred man hours in the construction of the airplanes.

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 aircraft. 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 with several changes to the procurement, and instead resulted in the Air Force's buying the Cessna L-19 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 (102 mm) 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 at the hard point attachments which was difficult to repair without jigging.

1948 Luscombe 8F Silvaire

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, the assets were purchased by a major Luscombe dealer and a new venture opened in Fort Collins, Colorado as "Silvaire Aircraft and Uranium Corp". from 1958 to 1961, this firm produced some 83 aircraft labeled Silvaire. Many of these aircraft were constructed from spares or MRB parts that were serviceable, but left from prior production.

A Federal Aviation Administration 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 delivered the assets to a receiver who sold the production materials.

Several attempts to revive production have failed due to the high engineering and production costs involved, long lead times, missing drawings, old processes and tools, and a limited marketplace for an airplane that generally does not accommodate average sized persons (2006). None of the production revivals have succeeded. Although the aircraft has a passionate following, it is eclectic, and many more marketable and cost effective product options now exist which render the successful revival of this 60-year-old antique design unlikely.

In 1994, the Don Luscombe Aviation History Foundation (DLAHF) acquired the Approved Type Certificate (ATC 694) for the Luscombe aircraft. This was in turn transferred to The Luscombe Endowment in 1999-2001.

Chandler, Arizona

After many years of being out of production, a group of enthusists purchased the type certificate with the intent of producing parts and providing technical support to the existing fleet. This led to the creation of the Don Luscombe Aviation History Foundation. Throughout the years this foundation offered parts support and major restoration abilities. One proposal was to market the Luscombe aircraft as a kit plane. FAA inquiries showed some problems with this that might make it difficult, but not insumountable, however, After one of the investors backed out with his financing for that project it was abandoned by the proponent. The Luscombe Foundation did however continue to manufacture and sell parts and service to current Luscombe owners in order to finance the TC purchase.

Not only were the owners of Luscombe aircraft being supported, local aircraft mechanic students and others interested in learning the art of aircraft manufacturing and maintenance were taught the tools of a dying trade. Many young people passed through this "internship" and have gone on to continue in the field and some progressing on to other related fields such as aerospace engineering.

1946 Luscombe 8A Silvaire. This aircraft now flies in Australia as 24-7070.

These services continued from 1993-through 2004; and were revitalized in 2005 by the Luscombe Endowment.

Unfortunately, as has been the case so many times with this historic aircraft, once again it brought financial ruin to many involved. Renaissance Aircraft & John Dearden obtained a right to produce aircraft under license Agreement in 1996. Under that agreement Renaissance was to upgrade the engineering defects that brought about the demise of the company in 1961, and to obtain an FAA production certificate. They did not do either, resulting in a disputed agreement over the rights to produce the aircraft. There continues to be disputes involved with this case pending in Georgia, Missouri, Arizona, and California.

The type certificate of the aircraft has changed hands, though there is still litigation making its way through the system. The current holder is alleged to be Team Luscombe, though Court Orders state "Renaissance Aircraft", and the actual production & marketing are done by a third company "Luscombe Slivaire" www.luscombesilvaire.com. This is the second or third attempt to market the aircraft by Mr. Dearden. The first attempt did not yield any deliveries, while the second yielded just one delivery to a close associate.

The third effort is a new version of the Luscombe 8 offered as a Light Sport Aircraft or LSA. It has roughly similar specifications and appearance to the original airplanes, but it is powered by a 100 horsepower (75 kW) Continental O-200 opposed engine. The http://www.luscombesilvaire.com/ Luscombe Silvaire LSA-8] is capable of speeds up to 120 mph (190 km/h) at sea level, has a climb rate of 900 ft/min, a stall speed of only 44 mph (71 km/h) and a service ceiling of 17,000 feet (5,200 m). It sells for $90,000 and is notable for its all metal construction and polished aluminum finish.

It is yet to be proven whether or not this aircraft will be legally certifiable under the light sport aircraft rules because the aircraft model was never certified with the O-200 engine, except by supplemental type certificate. The only installations which occurred pursuant to the supplemental type certificate conversion also increased the gross weight of the aircraft to 1,400 lb (640 kg) as one of the underlying conditions in the STC which was predicated upon a model change to 8E/8F, which bears that weight limitation. This 1400# GW is over the current limit of the light sport aircraft certification (#1320). It is unlikely for this hurdle to be overcome using the existing STC, because of its terms.

GILBERT ARIZONA In 2005, the existing fleet service and support functions were reinstituted and expanded by the Luscombe Endowment, Inc, an IRS 501 (C)3 organization headed by Doug Combs who had originally established the Luscombe Foundation http://www.luscombe.org/. Mr. Combs and his staff of affiliates provide technical advice and a large selection of NOS, FAA PMA, and used parts to assist owners in the repair of their Luscombe airplanes. They may be contacted through mrluscombe@luscombe.org

Famous Owners

James May of BBC's Top Gear recently wrote in Top Gear Magazine of his Luscombe 8A ownership experience. Read the column here.

Specifications: Model 8 (Luscombe 50)

General characteristics

Length: ()

Wingspan: ()

Height: ()

Powerplant: , () each

Performance

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)

1946 Luscombe Silvaire 8A

Specifications: 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 (11 m)

Gross Weight: 1200 pounds (1260 optional)

Useful Load: 535 pounds (595 optional)

Max Speed: 115 mph (185 km/h)

Cruise Speed: 105 mph (169 km/h)

Range: 370 miles (600 km)

Specifications: Model 8B (Silvaire)

Engine: 65 hp (48 kW) Lycoming

Length: 20 feet (6.1 m)

Height: 5 feet (1.5 m), 10 inches

Wingspan: 35 feet (11 m)

Gross Weight: 1200 pounds

Useful Load: 535 pounds

Max Speed: 115 mph (185 km/h)

Cruise Speed: 105 mph (169 km/h)

Range: 370 miles (600 km)

Specifications: Model 8C (Silvaire)

Engine: 75 hp (56 kW) Continental

Length: 20 feet (6.1 m)

Height: 6 feet (1.8 m), 3 inches

Wingspan: 35 feet (11 m)

Gross Weight: 1200 pounds

Useful Load: 535 pounds

Max Speed: 125 mph (201 km/h)

Cruise Speed: 110 mph (180 km/h)

Range: 370 miles (600 km)

Specifications: Model 8D (Silvaire)

Engine: 75 hp (56 kW) Continental

Length: 20 feet (6.1 m)

Height: 6 feet (1.8 m), 3 inches

Wingspan: 35 feet (11 m)

Gross Weight: 1310 pounds

Useful Load: 630 pounds

Max Speed: 125 mph (201 km/h)

Cruise Speed: 110 mph (180 km/h)

Range: 500 miles (800 km)

1947 Luscombe Silvaire 8E

Specifications: Model 8E (Silvaire)

Engine: 85 hp (63 kW) Continental

Length: 20 feet (6.1 m)

Height: 6 feet (1.8 m), 3 inches

Wingspan: 35 feet (11 m)

Gross Weight: 1400 pounds

Useful Load: 630 pounds

Max Speed: 128 mph (206 km/h)

Cruise Speed: 112 mph (180 km/h)

Range: 500 miles (800 km)

1946 Luscombe Silvaire 8F

Specifications: Model 8F (Silvaire)

Engine: 90 hp (69 kW) Continental

Length: 20 feet (6.1 m)

Height: 6 feet (1.8 m), 3 inches

Wingspan: 35 feet (11 m)

Gross Weight: 1400 pounds

Useful Load: 630 pounds

Max Speed: 140 mph (230 km/h)

Cruise Speed: 115 mph (185 km/h)

Range: 499 miles (803 km)

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.

See also

Comparable aircraft

Aeronca Champ

ERCO Ercoupe

Piper Cub

Taylorcraft B

References

Thomas, Stanley G. (1991). The Luscombes (1st ed.). Blue Ridge Summit, Pennsylvania: Tab/Aero Books. ISBN 0-8306-3618-8. 

Swick, John C. (1992). The Luscombe Story (3rd ed.). Terre Haute, Indiana: SunShine House. ISBN 0-943691-00-1. 

Zazas, James B. (1993). Visions of Luscombe - The Early Years (1st ed.). Terre Haute, Indiana: SunShine House. ISBN 0-943691-09-5. 

Swick, John C. (2005). Luscombe's Golden Age (1st ed.). Brawley, California: Wind Canyon Books. ISBN 1-891118-51-X. 

External links

The Luscombe Endowment

Luscombe Foundation

The European Luscombe Community

Classic Aero Support

Continental Luscombe Association

Luscombe Association

Renaissance Aircraft LLC

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Categories: United States civil utility aircraft 1930-1939 | Luscombe aircraft
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I am China Toys Suppliers writer, reports some information about juicing machines , electric citrus juicer.

bonanza question want to buy?

i wish to buy bonanza? does it have wings of magnesium? Does corrosion make it cause problems? Does ruddervator fall off for no reason? Does turbonormalize maintain slp? does continental make engine? does crankshaft main bearings fail regularly? does garmin 430 make good for ifr gps?

Yes, you want to buy a Bonanza.

The wings are aluminum. I believe the control surfaces may be magnesium, or perhaps just in some models.

Corrosion is a problem in any airplane. Properly inspected, it is not a problem in a Bonanza.

The ruddervator in a v-tail Bonanza can fall off, and when it does it's for a reason. There are a couple of required modifications that reduce the risk of ruddervator separation.

Turbonormalizing maintains SLP up to a certain altitude by definition.

Continental makes the engine.

Crankshaft main bearings do not fail regularly.

The Garmin 430, when installed properly and signed off for both enroute and approach use, is a good IFR GPS. There are better units out these days, but there's nothing wrong with the 430.

Fried Chicken Wings!

Continental Airlines Timetable

Belize - Retire in Paradise!

By Harold Moran

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Addition Resources
Belize City

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Continental Airlines 777 with 275 passengers dumping fuel over New Jersey ! #1

Continental Boeing

Heathrow Airport, Europe's busiest international airport, is the most used gateway into the UK for many overseas visitors. Most are probably unaware that regional airports often offer lower cost flights.

It's hardly surprising that most people looking to fly into London and the south east of England assume that they are best flying into one of the major London airports, such as Heathrow or Gatwick.

Certainly Heathrow appears to have plenty to offer - namely a large selection of flights to choose from and proximity to central London (about 45 minutes to central London on the Underground last time I travelled the route).

Many travellers would be wise to consider the UK's regional airports instead of the large London hubs. Gatwick and Heathrow are both expensive airports for many airlines to use, meaning that low cost airlines often can't afford to run services from there.

This has meant that many of the low-cost airlines operate routes from Europe to lesser known airports, including Southampton, Bournemouth, Coventry and Doncaster.

Taking Southampton Airport as one example, it's clear to see that there are some real advantages to using this airport rather than Heathrow or Gatwick.

Budget airline Flybee operate from here, providing regular services to France, Ireland, the rest of the UK and much more of continental Europe. Southampton Airport has its own dedicated railway station, allowing a travelling time into Central London of little more than an hour and a quarter.

Since the airport is smaller than the London airports, the extra time spent travelling from Southampton to London is often saved because you'll spent less time at baggage reclaim, passport control and customs.

A final bonus is for those flying into the UK to spend time in the south east or south west of England. By choosing a Flybee flight to Southampton, for example, you can actually land closer to your final destination.

Next time you come to book a flight, check out how Southampton flights compare.

You can find out about booking Flybee flights by reading Keith Barrett's extensive articles on the subject. This article may be used by any website publisher, though this resource box must always be included in full.

My flight is booked for December, if I try too?

I am flying on Continental Airlines, on 12/19, and 12/23, both on Embraer 145's, and they added more flights that are open on the same days. Would I be able to switch times on the same day, so I can be on Boeing 737, without having to pay a fee?

If you bought a full fare ticket, yes you can change. If you bought a discounted low fare ticket, any changes would incur a fee.

Continental Airlines Boeing 737-900 Takeoff From Newark EWR

Jets Continental

Indian Airlines Or Jet Konnect Which One Is Better

Indian Airlines
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Jet Konnect -
Domestic carrier Jet Airways will launch a new economy service flights,Jet Airways Konnect. Jet Konnect is the low-cost brand of India-based Jet Airways. Jet Konnect provides all the services of the parent carrier and would help the consumers opting for low-fare services.The only difference in the flight of jet konnect is that customer of Jet Konnect have to buy there meals on board.Jet konnect service was started on May 8, 2009.Jet Konnect has a fleet consisting of six ATR 72-500s and two Boeing 737-800s. The flight numbers for Konnect are in the series 9W 2000-2999.

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At what altitude do transcontinental jets fly?

I know it's called the lower stratosphere, but what altitude is it? For continental flights pilots fly jets, even the small Embraers, at about 36,000 feet. But I thought the long-haul flights go even higher than that to avoid turbulence.

There is no standard altitude for crossing the ocean. It is all dependent on the type of aircraft with other varying factors built in, (i.e. fuel/passenger load, weather, winds aloft). I'll speak in terms of Transatlantic flight.

Aircraft fly along a predetermined route over the ocean called a Nort Atlantic Track, called NATs. These routes are changed daily to make the best use of weather conditions. Eastbound routes are depicted with an alphanumeric character, S-Z and include flight levels 320-400.

Your aircraft will more than likely increase it's altitude duing the course of it's flight. Take for example; A Boeing 777-200 (I'll refer to it in atc terms as a B772),departing from Chicago O'Hare to London Heathrow. Because of the extraordinary weight at take-off, the B772 might only be able to climb to FL330, (33,000ft at standard atmospheric pressure setting of 29.92 inches of mercury). As the aircraft flies along, it will obviously burn off fuel and become lighter, enabling it to climb to a higher altitude. The final cruising altitude of your flight might be FL400. Stereotypically, the higher you are, the more fuel efficient the aircraft is.

Turbulence can be found at ANY altitude. I've worked Gulfstreams' and Global Express aircraft at FL450-490 that have complained of a turbulent ride.

gemini jets continental b777 200er unboxing

Continental Airlines

The Lowdown on the Continental Airlines Credit Card

The Continental Airlines World MasterCard from Chase is one of the few cards that truly benefit its cardholders. As long as the applicant has a good credit rating and does not mind an annual fee, they will surely enjoy being a customer of the Continental Airlines credit card. Card users are able to accumulate a great number of points at a faster rate through the use of this credit card as compared to any other travel rewards credit card in the market.

For one thing, you are credited with reward points for just about anything you do with the card. In fact, upon approval of your card and your first purchase, you will receive a 15,000 OnePass miles credited directly into your account within 2 months of your purchase. Apart from that, you will also receive points just for paying your annual fee - 10,000 OnePass Miles for an $85 fee. Plus, you will be able awarded two miles for every dollar that you charge to your Continental Airlines credit card when you dine at any of the 10,000 selected restaurants worldwide.

In addition to point rewards, the Continental Airlines credit card also helps card holders save on their air fares. There is an automatic discount of 5% on all Continental airfares purchased from their online website within the first year of attaining the card. In addition to that, the card also entitles you to a $99 companion ticket once you have made $5,000 worth of purchases. Other features worth mentioning are the introductory APR of 7.99% for the first half a year and also no spending limit imposed.

All in all, this card has great benefits for a card user who intends to keep it for only the first year. Sadly, this credit card company makes no attempt to retain their customers after the first year despite the high annual fees year after year.

About the Author

For more information or to apply for the Continental Airlines Credit Card, Eric Wasselman recommends Find Credit Cards. See http://www.findcreditcards.org/card/continental-airlines-world-mastercard-from-chase.php .

How much does Continental airlines pay thier pilots?

Im doing a research project and i need to know on average how much on average Continental pays their pilots a year. Thank you in advance.

Irdc9 is mostly correct.

The guy in the right seat is a First Officer not a Flight Officer.

At Continental, the B737-800, 900, and 900ER are LNs in addition to the B757 series.

HD - Continental Airlines Boeing 757-200 landing at Washington DC KAID