The tandem-wing LA2 never flew, but its fuselage and other components were incorporated into the LA3. The LA3 (also G-AEPD cn LA.3) was built at Barton-in-the-Clay in 1937. It was powered by an Anzani engine. It survived the War in store in Scotland but was destroyed in the 1950s.
The LA3 itself was redesigned for home-assembly as the LA4 Minor. Designed by Mr. C. H. Latimer-Needham, the first was built at the company’s Phoenix Works at Gerrards Cross, Buckinghamshire, and fitted with a 40hp ABC Scorpion, but subsequent models were home-built from drawings and fitted with many different engines.
The Minor is a single seat aircraft with a two piece wooden two spar wing of 5’ 3” chord, attached to a tubular steel pylon on the fuselage. The wings are divided for ease of building, transport and storage. The wing section is RAF 48. The leading edge is plywood covered, the remainder of the wing being fabric covered. The fuselage is a rectangular all wood structure; the sides and bottom being plywood covered, while the top decking behind the cockpit is fabric covered. The under¬carriage incorporates rubber disc shock absorbers for the main legs and optional brakes. The tailwheel is fully castoring.
The first Luton Minor flew in England in 1936 and in 1960 the design was restressed enabling engines up to 55 hp to be fitted. The Minor was designed for the 37 h.p. Aeronca JAP engine, although the 55 hp Lycoming and converted Volkswagen engines may be installed. A 6.5 Imp. gallon fuel tank is located behind the firewall.
A.W.J.G.Ord-Hume designed a modified Luton LA.4 Minor with a totally enclosed cockpit, designated Ord-Hume OH-7 Coupe (previously known as the Luton LA.4C). Construction of the prototype (c/n OH-7, PAL.1401 G-ARIF) was started at Sandown in 1965 and it was nearing competition in early 1975.
Luton Minor G-AFIU built by C.F.Parker was designated Parker CA.4. It was started in 1938 but not finished. It was stored at Peel Green, Manchester.
The design of the Luton Minor was brought up to date by Phoenix Aircraft Ltd., successors to Luton Aircraft Ltd. In 1959-60 the Minor was accredited as one of the finest single seater amateur aircraft in Europe, and the easiest to build.
In 1936, Luton Aircraft Ltd of Barton-in-the-Clay, Bedfordshire, flew the Buzzard I, a single-sear open-cockpit wooden ultralight, powered by one 35hp Anzani and designed by C. H. Latimer-Needham. This was rebuilt the following year with short-span wings and enclosed cockpit as the Buzzard II.
Single engined high wing mono¬plane with conventional three axis control. Wing has swept back leading and trailing edges and tapering chord; no tail, canard wing. Pitch control by fully flying canard; yaw control by under wing rudders at half span; roll control by differential canard. Wing braced from below by struts; wing profile; 100% double surface. Undercarriage has three wheels in tricycle formation; no suspension on any wheels. Push right go right nosewheel steering. No brakes. Fuselage, totally enclosed. Engine mounted below wing driving pusher propeller. The Vitality was first announced in mid 1982, using differential canard for roll control and under¬wing rudders at half span for yaw control. In August 1982 Flightlline magazine was told that three Vitalitys had been built and 36 ordered, that production would be concentrated on the two seat version, and that an all new three cylinder 1000 cc radial four stroke was being developed for the aircraft. A few weeks later came the announcement that Luscombe Aircraft was to move into a new factory in November and that the company hoped to have an aircraft produced by the end of February 1983. These aircraft never materialised, however, as the company announced later in 1982 that it had shelved the design, at least until the UK microlight airworthiness regulations were finalised. Although that happened in March 1983, the design rights of Vitality were for sale, along with three prototypes one two seater and two single seaters. The design was first conceived some 11 years before and dusted off in response to the microlight boom.
Engine: Robin EC44, 60 hp. Power per unit area 0.47 hp/sq.ft, 5.0hp/sq.m. Empty weight 236 lb, 107 kg. Length overall 11.7 ft, 3.56 m. Height overall 4.8ft, 1.47m. Wing span 34.0ft, 10.36m. Mean main wing chord 3.8 ft, 1.15 m. Canard span 14.0ft, 4.27m. Mean canard chord 0.95ft, 0.29m. Total wing area 141 sq.ft, 13.1 sq.m. Main wing area 128sq.ft, 11.9sq.m. Canard area 13 sq.ft, 1.2 sq.m. Wing aspect ratio 9.0/1.
The Colt 190 design rights and fuselage, wing alignment, and gear jigs were purchased by Spibec Corp for $30,000, according to Carroll S Bechtel, one of Spibec’s three owners. By 1958 the prototype had been flown more than 350 hours. Engineering data necessary for FAA approval, with the exception of static wing-loading tests, had been completed. Although with no firm orders, Bechtel production schedule called for 50 Colts the first year (1960) and another 50 the second year at one of several airports in the Philadelphia area, with subsequent output depending on demand for the plane. The projected base price $7,995
Ray Weatherley acquired plans of the Colt 4-seater NX54082 from Luscombe Airplane Corporation in 1942. A high wing cabin monoplane, designed by Fred Knack and completed post-war, the aircraft was still active into the ’90s.
Engine: 190hp Lycoming O-435 or 215hp Franklin Wingspan: 36’3″ Length: 23’11” Useful load: 685 lb Max speed: 160 mph Cruise speed: 140 mph Stall: 52 mph Range: 750 mi
Alpha Aviation Co was established early 1970s to manufacture a re-engined and updated version of the Luscombe 11A Sedan under the designation Alpha 11D. Primary changes were the introduction of a fixed tricycle landing gear and provision of a 180 hp engine. The Alpha Aviation prototype use a variable pitch prop, although a fixed-pitch, two-blade prop will be fitted to production aircraft.
2002 Luscombe Model 11E
1998 Luscombe Spartan 185 IIE Price: $138,500 Engine: Continental IO-360-ES4, 185 hp @ 2550rpm@SL TBO: 1800 hr Fuel type: 100/100LL Propeller: Three-blade CS Landing gear type: Fixed/Tri Max ramp weight: 2286 lb Gross weight: 2286 lb Max landing weight: 2286 lb Empty weight, std: 1350 lb Payload, full std. fuel: 696 lb Usable fuel: 39 USgal Oil capacity: 8 qt Wingspan: 38 ft. 6 in. Overall length: 24 ft. Height: 8 ft. 10 in. Wing area:167 sq. ft Wing loading: 13.7 lb/sq. ft Power loading: 12.3 lb/hp Wheel track: 7 ft. 4 in. Wheel size: 6.00 x 6 in Seating capacity: 4 Cabin doors: 2 Cabin width: 45.5 in Cabin height: 51.3 in Baggage capacity: 100 lb Cruise speed 75% power: 126 kt Cruise speed 65% power: 121 kt Cruise speed 55% power: 110 kt Max range (w/ reserve) 75% power: 375 nm Max range (w/ reserve) 65% power: 420 nm Max range (w/ reserve) 55% power: 440 nm Fuel consumption 75% power: 11.5 US gph Fuel consumption 65% power: 9.8 US gph Fuel consumption 55% power: 8.2 US gph Stall speed (flaps up): 47 kt Stall speed (flaps down): 43 kt Best rate of climb: 1050 fpm Best rate of climb at 8000 ft: 800 fpm Service ceiling: 18,000 ft Takeoff ground roll: 670 ft Takeoff over 50-ft. obstacle:1140 ft Landing ground roll: 500 ft Landing over 50-ft. obstacle: 800 ft
2002 Luscombe Model 11E Base price (incl. basic avionics):$158,900 Engine: Continental. IO-360-ES4, 185 hp Fuel type: 100/100LL Propeller type: FP Landing gear type: Tri/Fixed Gross weight: 2280 lb Landing weight: 2280 lb Empty weight, std: 1450 lb Useful load, std: 830 lb Payload – full std. fuel: 590 lb Useable fuel, std: 40 USgal Height: 8 ft. 10 in. Overall length: 24 ft. Wingspan: 38 ft. 6 in. Power loading: 12.3 lb/hp Seating capacity: 4 Cabin doors: 2 Cabin width: 45.5 in Cabin height: 51.3 in Baggage capacity: 100 lb Cruise speed @ 7,500 ft 70% power: 117 kt Cruise speed @ 7,500 ft 60% power: 110 kt Fuel consumption 70% power: 7.4 USgph Fuel consumption 60% power: 7.0 USgph Vs: 47 kt Vso: 49 kt Best rate of climb: 876 fpm Best rate of climb, 8000 ft: 800 fpm Service ceiling (ft.): 16,000 Takeoff ground roll: 900 ft Takeoff over 50-ft. obstacle: 1375 ft Landing ground roll: 800 ft Landing over 50-ft. obstacle:1901 ft
Luscombe tried a postwar single-seater with the model 10, which used cut-down components of the Silvaire two seat. The model 10 did not go beyond the prototype.
The 1937-1938 Model 8a, of which 1,100 were built, and the 1940 Silvaire, of which production had reached 6,000 by 1961.
The Luscombe Model 8 was the result of the new Continental A-50, dual ignition, 50 hp, flat four engine of 171 Cu.in that became available in early 1937. To promote the new engine, Continental made arrangements with Don Luscombe to accept (on loan) one of the new engines, hoping he might consider designing an engine around it. He accepted and engineers Fred Knack and Jim Rising designed the craft.
The Luscombe 50 (named after the engine) was designed as a high wing monoplane of all metal construction but with metal framed two-seat all-metal light aircraft.
As this was taking place, the metal framed, fabric covered ailerons were changed to corrugated metal, as were the rudder and elevator.
The prototype featured a control wheel on the left side of the cockpit. This was later replaced with a stick after complaints of poor control inputs.
The first flight of the production prototype Luscombe Model 8, NX1327, was made on 6 June 1938. On 11 August 1938, CAA Certificate #693 was issued.
The first Model 8 was basic, with only a tachometer, engine oil temperature gauge, altimeter, and airspeed indicator. Optional was a compass. The series was delivered standard with a tail skid. Floorboards were covered with carpet. Behind the cockpit a baggage compartment was beneath a 14 US gallon fuel tank, the seat swinging forward for access. The seat sat on the cabin floor and wasn’t fastened in any way.
By the end of 1938, Luscombe had built 71 Model 8s. The first of the series, models A-C, were fitted with fabric covered wings on a metal frame. The Model E used a forward squared wingtip, while models A to C were rounded. Model F had squared tips for and aft. The model 8E of 1946 2 place side-by-side high wing metal monoplane.
In all there were 15 model, each differentiated by engine or other changes. Engines varied from 50 to 90 hp with cruise speeds ranging from 95-110 mph. 113 Luscombe 50 were built.
Late in 1938, Continental introduced the 65 hp A-65 engine, with increase power through raising the A-50 rpm to 2300.
One of the first A65s was installed in January 1939 proving successful, and the Luscombe Model 8A replaced the Luscombe 50, which was then phased out.
At end of Second World War production tooling for Model 8 Silvaire was moved by Luscombe Airplane Corporation to Dallas, Texas. The postwar company, based at Dallas, Texas, went bankrupt in 1949 and was brought by Temco Aircraft Corporation which built about 50 Silvaires under the old name. In 1955 the Silvaire Aircraft Company acquired rights and equipment for Model 8 Silvaire, inaugurated production at Fort Collins, Colorado, and flew first model 8-F aircraft off line September 1956, production continuing until 1960.
In 1962 Alaska International Corp acquired from Silvaire Aircraft Company all rights to the Luscombe Silvaire
In 1964 M.A.Larson, president of Larson, Luscombe Corp, Belleville, Michigan, announced that his firm purchased the type certificate and all rights for manufacturing Luscombe aircraft. First production models of 8-F and 8-G were due early in 1965.
Renaissance Aircraft announced in 2002 the plan to manufacture an updated version of the single engine, two seat, tail wheel Luscombe 8F, claiming improvements over the original version.
Renaissance Luscombe 8F
Luscombe Models 8A, 8B, and 8C meet the criteria for a Light Sport Aircraft.
Only 22 of the Phantom were built, production ending in 1934. Luscombe Aircraft Engineering Company of Kansas City, produced the Phantom I, the first U.S. metal light aircraft and a very successful design developed by Ivan Driggs from the Monocoupe D-145; 125 were built. Fabrication of parts was farmed out, reducing overhead costs on the production line. Production ceased during Second World War because of metal shortage, but was resumed in 1949.
More known for his carriages, automobiles and racers, and motors, Velie (grandson of John Deere) also capitalized and manufactured the initial 55-65hp Monocoupe aircraft upon acquisition of controlling interest in Central States Aircraft Co in 1927, hence early popular reference to “Velie Monocoupes” signifying not only the powerplant but the constructor.
Mono production
When Velie died of an embolism in Oct 1928, his son took the reins but he, too, suffered a heart attack in Mar 1929 and Don Luscombe took over.
Don A. Luscombe’s first aircraft, the Monocoupe, was built by the Central States Aero Company of Davenport, Ohio. It was a small two-seat sporting monoplane known as the Central States Monocoupe. Powered by a 70 hp engine, it was reputedly able to become airborne within five seconds of starting its take-off run.
