One of the many Scandinavian young men who progressed through the Nicholson Air Service Flight School in the 1970’s and 1980’s was involved in an embarrassing and needless incident involving a two place Luscombe Silvaire 8F at the Cumberland Airport. Several of the pilots trained in this environment stayed in the local area and became employed in various aeronautical positions, some full time and others only on a part-time basis. This particular pilot, a courteous and clean cut individual, referred to here as Pilot X, had purchased a used Luscombe for his own use in pleasure flying and to aid in building his total flying hours, a goal shared by all his contemporaries in their quest to become more employable. This Luscombe had been built in the early 1950’s and had a tail wheel, stick controls, and all-metal construction, with a 90 horsepower engine. These aircraft were named after the developer, Don A. Luscombe, who was one of the first hundred pilots in the United States to acquire a legally affirmed aviator’s certificate. “No Wood, No Nails, No Glue”, was the company motto.
This high-wing side-by-side seating Luscombe was a rather ratty looking craft, lacking in the tender, loving care normally associated with these type aircraft. Instead of the glossy shine of the metal surface usually seen in other Luscombes, this aircraft, tail number N1164K, had the drab look of a used and abused air machine. But it flew and flew well, serving the purpose of this intrepid aviator. Pilot X had some needed service performed by Nicholson’s maintenance personnel, and with that concluded proceeded to go to the fuel farm to top off his tanks. He was observed in getting the aircraft started, using the manual hand propping procedure required, with the assistance of a mechanic at the maintenance hangar. The Luscombe, with only Pilot X onboard, was then taxied southward to the fuel pumps located about 300 yards away on the field perimeter.
The refueling was accomplished uneventfully and then, with no one to assist Pilot X, a restart procedure was begun. It was unknown whether the intent was to proceed on a flying mission or simply to return the aircraft to its tie down station. As was proper the aircraft had been turned away from the fueling location, with its nose pointed to a clear path ahead. In any case the engine, after the brief taxi movement, was neither fully warmed up nor totally cold. As most pilots are aware, this is a worse case scenario for accomplishing an engine start on many different types of aircraft.
Pilot X set the hand parking brake within the cockpit before beginning the hand propping procedure. Although ground wheel chokes were available, they were not used, apparently considered unnecessary. The metal propeller was swung through several arcs to gain ignition without success. The young aviator, probably being advised in the past of this situation, and then advanced the throttle further forward as is normal under a hot start situation. Again, hefty swings of the prop failed to garner success. The throttle was advanced further in frustration and was probably set at about the mid-range of travel, or close to where it would be placed for cruise flight.
The next effort was successful and the engine fired – but there was a problem. Pilot X was rapidly backing away from the front of the aircraft, the engine was developing a great deal of power, and at this time the left brake on the braking system was the only one of the two to continue to perform its assigned function. The Luscombe, now half freed of its braking bonds, proceeded to make a 180 degree turn as Pilot X was frantically attempting to get back to the cockpit and gain control of the throttle and get the aircraft under control. This he was unable to do. Had both brakes failed to provide the holding restraint, and there were no obstacles in front of the aircraft, the Luscombe would probably have undertaken an unoccupied flight to some distant point.
It was all over in a brief period of time. The three and one-half foot high chain link fence was the obstacle that precluded an uncontrolled aircraft rambling through the Cumberland skies. The forward motion of the craft caused it to barely miss one of three fuel pumps striking instead the metal fencing. Just beyond were three motorcycles belonging to compatriots of Pilot X, two of which were knocked to the ground. The force of the rotating propeller contacted a two inch galvanized pipe alone the fence top, ripping a long section away from the rest of the fence. The prop impact was of such magnitude that the pipe was bent more than 90 degrees. Fortunately, the fuel pumping stations were not disturbed, which could have caused a catastrophic fire. The right main gear wheel was broken off, but aside from the damage sustained to the propeller, engine and landing gear, the airframe itself survived intact.
The Luscombe Silvaire, N1164K, not a very pretty airframe at the beginning of this incident, was now an even uglier non-airworthy flying machine. As depicted in the photos, the incident occurred just in front of the Barnstormer Restaurant, at the time housing the Nicholson Flight School as well as a small food facility serving the airport. This building was the original central administration site in earlier days of operations at the Cumberland Airport.
Pilot X had endured a quick learning episode as to how quickly a situation can deteriorate and get out of hand when sound operating procedures are not followed. The lesson of this incident should be meaningful to all pilots. The Luscombe Silvaire was eventually repaired and once again became a source of pleasure as an airworthy flying machine.
The Luscombe after impact at the fuel farm in front of the Barnstormer Restaurant
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Wings Over Cumberland 