Well it's not a T-cart but it will do. 1940 Luscombe 8C model rag wing, wing tanks, A75 200SMOH. Enjoy.

http://s1145.photobucket.com/albums/o517/moose233/

It's at 86WA Graham-Kapowsin. I'm going to get some dual in it at Scappose then bring it home.

Hooray! I'm headed down to the bank to get all the money in one pile. Later



EB

Congrats!

What kinda wheel is that?? Good year? Whee?

How much trouble would a guy get in with big tires on that. I haven't seen the logs. Hopefully it's had them on there at some time in the past. It came out of a life in Alaska.

Congrats! Patches looks fun to fly.

mountainmatt wrote:Congrats! Patches looks fun to fly.

That's a cool name isn't it.

Congrats. I had a '40 Luscombe 8A, 65hp, ragwing for a number of years and it was a hoot to fly. I fly to KPLU quite a bit and, since it's in your neighborhood, will keep a lookout for the airplane.

Emory Bored wrote:What kinda wheel is that?? Good year? Whee?

How much trouble would a guy get in with big tires on that. I haven't seen the logs. Hopefully it's had them on there at some time in the past. It came out of a life in Alaska.

Very cool. Those are not Goodyear wheels, I can't tell if they are Shinn or Cleveland drum. If they are Shinn then the only thing the TC specifies is that the tire has to be a 4 ply; depending on your mechanic you should be able to any size tire you want. if they are cleveland drum then you are stuck with 600s unless you get a field approval.

Love the round tail. Make sure you don't pick it up by the horizontal, that can cause some damage. BAS has tail pull handles for the Luscombe.

Is the fuselage tank still in there? If not then you can open the baggage area up a lot with just a log book entry.

Congrads...

You are going to have fun!

Bob

z3skybolt wrote:Congrads...

You are going to have fun!

Bob

Thanks Bob, long time no hear from. I bailed on Hot Air so I haven't heard from you much. And Whee, according to Alan Abell those are Shinns.....now how to find 4 ply 8.50s. Alan also tells me there are fuel system problems given what he can see in the pictures. Crap. It's in annual though. I may have to track down sort out work on the fuel system before next annual. He's also leery of the shoulder harness tiedown points.

Sweet! I've yet to try on a Luscombe, I hear they're fun though!

"Cute plane"... My wifes words. Congrats!

Good Show! She'll put spring in your step!

Congrats,
lc

Hell Yeah!


Mercifully Free From the Ravages of Intelligence

First, congrats ! Enjoy the bejeesus out of that cute little sweetheart.

It is my understanding that there was a requirement to use carb heat on some Luscombes on takeoff. I do not know if that is valid on the 75, 85, etc. Just suggesting you become educated on it. The carb heat was apparently necessary because the engine would quit from low fuel flow on takeoff in some configurations. The carb heat richened the achieved mixture and circumvented the problem, albeit at some marginal loss of power. I just know that the carb heat trick worked for me when I had three lean engine cuts on takeoff in a T-craft one day (with a potential buyer in the airplane!). An old airplane engine man told me about it, and it worked, and he mentioned it was a Luscombe thing.

IMHO Make absolutely sure your "annual" or pre-buy includes a thorough inspection of the fwd and aft spar carry-through above the cabin, apparently the Luscombes have enclosed areas that are prone to corrosion that you cannot get into and see inside the spar channel without removing the wings. This is a known thing in the Luscombe world. In today's high tech world I believe you might be able to get one of those probe cameras into a crevice, or even drill a small hole somewhere with your IA's permission.

Enjoy the heck out of it !

It appears that the plane has both wing tanks and the fuselage tank; I'm not familiar with that configuration so I couldn't say if it does have fuel system problems. If it had only wing tanks then it should have a valve in the bottom center of the panel (like where you trim crank is) or one each side of the cabin, one by the pilots left leg and one by the passengers right leg.

The shoulder harnesses look like they are attached to the rear carry-through. I've seem installations like that but can't remember if they were by STC or multiple 337. Combs is familiar with that type of install I think.

The carb heat on take off is for fuselage tank equipped Luscombes that have greater that 65 hp. It is to limit power so the carburetor does not get above the head provided by the tank. No need to use it with wing tanks.

The plane already has the holes drilled to inspect the carry through spars. They are located on the outside of the fuselage and drilled through the skin so you can see into the spar channel, can't remember how many but they are about .5" holes that are a couple inches apart. There is no need to remove the wings but be sure to cover the holes to keep water out.

whee wrote:It appears that the plane has both wing tanks and the fuselage tank; I'm not familiar with that configuration so I couldn't say if it does have fuel system problems. If it had only wing tanks then it should have a valve in the bottom center of the panel (like where you trim crank is) or one each side of the cabin, one by the pilots left leg and one by the passengers right leg.

The shoulder harnesses look like they are attached to the rear carry-through. I've seem installations like that but can't remember if they were by STC or multiple 337. Combs is familiar with that type of install I think.

The carb heat on take off is for fuselage tank equipped Luscombes that have greater that 65 hp. It is to limit power so the carburetor does not get above the head provided by the tank. No need to use it with wing tanks.

The plane already has the holes drilled to inspect the carry through spars. They are located on the outside of the fuselage and drilled through the skin so you can see into the spar channel, can't remember how many but they are about .5" holes that are a couple inches apart. There is no need to remove the wings but be sure to cover the holes to keep water out.

All good info Whee. The fuel system was the last thing I thought about last night before bed and the first thing this morning. The wing tanks are the little 4.5 gal Timm tanks, not the 11.5 gallon tanks called for by AD 50-37-01.
http://rgl.faa.gov/Regulatory_and_Guida ... combe%208c
Sooooo. Here I go again. Maybe I should quit looking at these cheap ass airplanes. Surely somebody caught this over the last so many years of annuals and pre-buy inspections? I'm so naive sometimes. Anybody got a bridge to sell? I'll call Doug at some appropriate hour this morning and put him on the clock to look at the photos. I wonder, back a few years ago a guy could do just about anything he wanted on a 337 or of course a one time STC. If you blow up this photo http://i1145.photobucket.com/albums/o51 ... 010924.jpg and look down in the left corner you'll see a placard partially hidden by the radio. This was maybe a requirement by some FSDO as part of a work around using the Timm tanks for the AD? Wag aero currently has a proper RH tank but there was a long period when they were NOT available. Local FSDO's used to be equipped with lots of smart dudes that would make this thing work. This mod may even be on a pre 1955 337. I need the dang records CD but there is no time to get it before I fly up there. And you're sure right about the shoulder harness' attachment. That's a red flag spotted by several wags. They are nice but not required equipment. What else to attach to? Cables run back to the tailwheel spring? Just kidding.....sorta. About tailwheel springs, that's a Scott 2300 on there. Most of the go fast Luscombes use the 2000. This airplane could be parted for far more than the purchase price.

For what I'm paying these concerns are pretty minor. A lingering concern is that the IA that just signed off the annual is the same guy that signed off the sudden stoppage teardown. He said he performed all the appropriate magnaflux inspections. We'll see.

Flap, the carb heat is for ALL luscombe equipped with fuselage tanks. The theory is that the carb heat reduced power sufficiently to get the angle of attack down so the fuel head doesn't drop too low. I'm told that old time Luscombe hands ignore it and just keep the nose down. My understanding is that the Timm tanks, when properly plumbed into the fuselage tank (not direct to the engine) eliminate the carb heat restriction for the A model. But I've learned yesterday, not for the C model with 75 horse.

Ha... Awesome.. Bring it out and we;ll tear up the dry lake bed a bit.. ha ha.. It is actually a really good place to get a handle on a new plane, and if she quits there, who cares.. ha ha

I've got a friend with a 8A with those timm tanks but I can't remember how the fuel system was set up. I can put you in touch with him but if you have talked to combs then you probably know everything you need to.

Your right about the tail wheel. Lots of guys like the 2000 or even the solid Heath. I prefer an 8 inch pneumatic for the type of flying I do, but unfortunately the Maule is to only one approved. Do you mean Scott 3200? It is a pretty heavy duty TW for the luscombe but I'd rather have that than maule I currently have.

The Timm tanks are wing tanks and may have been in place before the AD. If that's the case then you could say that the AD does not apply:
Applies to All Model 8C Airplanes With a Continental A-75 Carburetor Engine Installed But Not Equipped With Either Wing Fuel Tanks, or an Engine- Driven Fuel Pump and the Chevrolet AC-R1 Hand Pump.

Nice airplane. patches is a perfect name!!!

D.

Looks pretty good. It looks like it has shinn wheels/brakes, whick are fine when adjusted properly. If you want a hellacious tailwheel shimmy then I suggest you ditch the Scott 3200 and get a 2000, or a maule The 3200 does weigh a little more, but it is the best tailwheel for a plane that has a reputation of making good pilots look bad when landing.