On Tue, 30 Jan 2007 01:41:30 -0000, Dylan Smith
wrote:

On 2007-01-29, Don Tuite wrote:
OTOH, I think the fuselage tank is bad, because it makes you pull carb
heat on takeoff -- to prevent you from pitching up so much that you
uncover the fuel intake port.

I'm curious - how does carb heat stop you pitching up? Surely just not
pulling the stick quite as far back will do the same job without the
reduction in power?

As I understand it, (I only flew an 8E.) the objective of pulling carb
heat on takeoff in the C65-powered birds was to reduce engine power --
less airflow over the horizontal stabilizer, less pitch-up capability.
This was only done at low airspeeds close to the earth.

In power-on stalls at altitude, Luscombes stall fairly abruptly and
with incipient spin tendencies if the controls are uncoordinated. It
was in an 8E that I had the classic cross-control stall demonstrated
to me. *Very* interesting. (Explicitly, the airplane rolls abruptly
toward the inside wing and you find yourself starting a spin
semi-inverted. You can do it in any plane, but the :Luscombe's fast
break is distinctive.)

While I may still have the attention of the fellow who wanted a
Luscombe as an LSA, let me also call his attention to the main gear.
Not only is the track relatively narrow, requiring attention to the
rudder at all times, but there is virtually nothing to prevent the
gear from collapsing inward if the plane is drifting sideways in a
crosswind landing.

Also I have witnessed a person stand an 8E on its nose by applying
both brakes simultaneously during landing rollout. After that repair,
the rule for those of us who flew the plane was to apply brakes
alternately.

Luscombes are wonderful, fun planes -- far more fun to fly than, say a
Taylorcraft or a 150 -- But you need a comprehensive checkout.

(And if I weighed now what I weighed 30 years ago, I'd go out and buy
one in a New York minute. That was the most fun -- including flying
to Bryce and the Grand Canyon, that I've had in any airplane.)

Don