Monocoupe_info.txt taken from Darrell Graves, Daniel A. McNeill
The Monocoupe
Monocoupe 90A. A Golden Age Classic and Racer
The first two-place cabin plane, Monocoupe compiled a lot of "firsts" in its time in C-racing, in economy,dependability and favor amoung private pilots.
Monocoupes were the most successful of all the stock plane racers during the Golden Age of Air Racing. They were consistent winners in the ATC classes (for certified aircraft)and often moved up to higher cubic inch classes and beat more powerful airplanes and even specialized racers.By the early 1930s, the Monocoupe was being promoted as an economical, easy to fly flight school trainer, with an average price of $4,750. Three models were produced, differing only in horsepower of engines - 60, 90 and 110.The fastest of all Monocoupes was the 110 Special , or "Clipwing" as it was commonly known.With a 23 foot wing span (compared to the original 32 foot span), new tail section with less area and span, smaller wheels, a new windshield, and a 145 hp Warner. The coupe could reach speeds of 220 mph. Developed originally by famed pilot John Livingston,who had the Monocoupe factory clip the wings of his model 110. The performance was so spectacular that Monocoupe later obtained a Group 2 approval for the conversion and went on to produce seven of them before going broke in the early 1950s.
Monocoupe Model 90A Specifications-
Wing span 32'.
Length 20'6",
Height 6" 11".
Weight empty 940 lbs.
Useful load 637 lbs.
Baggage 116 lbs.
Fuel 28 Gallons.
Performance-Powered with a Lambert 90 h.p. engine, the Monocoupe has a maximum speed of 130 m.p.h., a cruising speed of 110 m.p.h., and a range of 600 miles. Rate of climb 900 ft./min. Service ceiling 15,000 ft.
The "Ninety" was manufactured by the Mono Aircraft Corp, at Moline, Ill. Don A. Luscombe was president, J.A. Love was V.P., Clayton Folkerts was chief engineer. Discontent with airport conditions at Moline, a move was made by late 1931 to Lambert Field in Robertson, Mo. Reorganized into the Monocoupe Corp, Don Luscombe was retained as president, Frederick Knack replaced Clayton Folkerts as chief engineer. In 1933, Luscombe left for Kansas City where he busied himself developing the Luscombe Phantom . By 1935, Wooster Lambert was president of Monocoupe Corp; John Nulsen was VP and Clare W. Bunch was sales manager, Tom Towle was chief engineer. Sometime in 1939 or thereabouts, the company was dissolved, reorganized and moved to Orlando as a subsidiary of Universal Molded Products. After World War 2 the company was purchased by another group, also in Florida to carry on with limited production of the 90AF and 90AL series.
DLAHF Historical - The Monocoupe Corporation
03/17/97 - reprinted from unknown source
Don Luscombe coinceived of the Monocoupe in around 1926. Clayton Fokkerts built the first mockup and prototype airplanes. Ivan Driggs joined in 1929-1930 and redesigned the prototypes into the Monocoupe D-145. Driggs left Monocpupe with Don Luscombe to build the Luscombe Phantom in 1933. Thus there are many common design traits in both the Monocoupe and the Luscombe Phantom.
The Mono-Aircraft Corporation was incorporated in May 1929, and although it was orginally very sucessful, it succumbed to the depression and by 1931 had passed into the hands of a receiver. In 1932 the company was renamed as the Monocoupe Corporation. In July 1934 the Lambert Aircraft Corporation was formed to take over the Monocoupe Corporation and the Lambert Engine and Machine Company. The aircraft Department of the Lambert Aircraft Corporation continued to manufacture the following models of the Monocoupe two-place light cabin monoplane:
* Model 90 and 90 Delux (90h.p. Lambert R-226 engine)
* Model 125 (125hp Warner "Scarab" engine)
* Model D.145 (145hp Warner "Scarab" engine)
Late in 1940 the Monocoupe Aeroplane and Engine Corporation was formed to take over the assets and business of the Monocoupe Corporation , which was subsequently dissolved. Manufacturing operations were then transferred from Lambert Field, Missouri , to Orlando, Florida. The corporation shortly thereafter acquired complete ownership of the Bristol Aircraft Corporation (Bristol, Virginia), and its Canadian subsidiary, Bristol Aircraft Products Ltd., (Belleville, Ontario), which was engaged in the experimental production of aircraft of all types in plastic plywood (Vidal process) and mixed plastic plywood and metal construction. On September 15, 1941, the Universal Molded Products Corporation was formed to take over the operation of the company's enlargde activities.
At the end of 1941 the various divisions were engaged in:
* The production and sales of the Monocoupe model 90AF cabin monoplane;
* The development under an experimental contract received from the U.S. War Department of a 450hp two-place intermediate trainer of plastic plywood construction.
* Further development of plastic plywood construction of various twin-engined civil aircraft
* The manufacture under substantial production orders from the Canadian government of plastic plywood noses, nacelles, fairings, fillets, etc., for the Canadian "Anson II"
* Production of a substantial portion of the U.S. Navy's requirements for life-rafts;
* Experimentation and production of miscellaneous plastic plywood articles, including oil drums, aircraft floats, etc.
The production of complete aircraft was discontinued for the duration of World War II.
Airplane manufacture was resumed when the Monocoupe Airplane and Engine Corporation was bought by an aviation group in West Virgina and the facilities moved from Orlando to Melbourne, Florida. The reformed company was called Monocoupe Aircraft of Florida, Inc., and after a lapse of five years the two-place Monocouple reappeared on the market.
In the late 1980's the company had announced a new-twin engine all-metal monoplane called the "Meteor", but its unknown if it was ever produced. The Monocoupe TC was sold to Halderman in Saint Louis by 1994. Halderman was killed in a bi-plane crash at Bartlesville OK, in 1996; the current holder of the TC is unknown.
Some Additional information on Monocoupe 110s from Daniel A. McNeill 7/1/1999
The 110 Specials are indeed quite rare airplanes. Johnny Livingston the
racing pilot had the Monocoupe factory modify his 110 for more speed. The
wing was clipped from 32 to 23 feet, the tail surfaces were reduced to the
absolute minimum, and larger engines (up to the Warner 185) were installed.
he factory would either build one up for a customer or modify an existing
aircraft. Only seven were ever built by Monocoupe. All seven still exist. I
believe all have been involved in at least one serious accident. Fred
Ludtke's ClipWing was built up from little more than a data plate as have
several others. They have a MAJOR reputation as a completely unforgiving but
spectacular flier. And they are beautiful machines.
Don Luscombe was president of Monocoupe before he left to start Luscombe
Aircraft. The Luscombe Phantom is a direct descendant of the Monocoupes. For
reference and history the book "Of Monocoupes and Men"(can't recall the
author) is very good but I don't think its in print any more. The EAA
magazine Sport Aviation has done several articles on various restorations
with spectacular photographs. You might try the EAA to see if reprints or
copies are available. Don't know of any web resources for Monocoupes
unfortunately. I must say, belonging to the Luscombe list and lusting after
Monocoupes shows your exceptional good taste in airplanes!!
Aviat Aircraft announced their intention to build NEW 110 Specials!!! They are supposed to
have an example flying by Oshkosh'99.
http://www.eaa.org/
http://aviataircraft.com/
