more about PETER GLUCKMANN

Born February 16, 1926 in Berlin (source Naturalization Certificate). Mother Erna Gluckmann (source AP photo).

January 1939 Fled Berlin together with family to London, UK. Aged 12. (source: Civil Avation Administration, Civil Aeronautics Journal, Sept 15, 1948. p. 103)

1947 Arrives in New York City on the Queen Mary (source: https://heritage.statueofliberty.org/passenger-result)

June 10 and 11, 1948. Luscombe 8F, serial number 6265, registration N1838B leaves Luscombe factory in Dallas, Texas. It is equipped with Goodyear main tires, Maule tail tire, Cleveland brakes, Continental C90-12-F engine (serial 40691-8-12) and McCauley propeller (serial 11415). Line inspected June 11, 1948. (Source: Original Aircraft Logbook “The All-Metal Silvaire, America’s first All-Metal Airplane, Luscombe Aircraft Corporation, Dallas, Texas”)

July 13, 1948. Peter Gluckmann begins flight training.
"S-169 grants request for waiver for Section 20.02 of the Civil Air Regulations to permit issuance of student pilot certificate to Peter Klaus Gluckmann, a refugee from Nazi Germany who fled to England in January 1939 (July 13).” (source: Civil Avation Administration, Civil Aeronautics Journal, Sept 15, 1948. p. 103)

1948 Peter Gluckmann obtains Private Pilot License (source: California to Germany, Roundtrip, Flying, January 1954, p. 14)

May 7, 1949. Damaged McCauley 1B90-CM7154 removed and replaced with 1A90-CF7154
Empty weight: 874 (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

February 15, 1950. Straightened and refinished bent 1A90-CF7154 propeller. (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

April 8, 1950. First evidence of Gluckmann ownership of N1838B. Repair and alternation form documenting: “installation of new panel plus the following instruments, Directional gyro, Venturi and regulator valve, Carburetor Temp. Ind., Remote Compass assy., Rate of climb Ind., Cal. head temp. Ind., suction gauge, misc. tubing and fittings,” Peter Gluckmann, 333 Stockton st. San Francisco is crossed out in pencil as "for reference only” and legal owner is listed as Bank of America in San Mateo, CA. With this the Luscombe was IFR capable and became likely the best equipped Luscombe anywhere.  IFR designation is documented as rescinded in second American logbook on June 18, 1976. Much of this plumbing and some of the instruments are still in the aircraft. (Sources: Repair and Alteration Form for N1838B, April 10, 1951 and Second Aircraft Logbook) 

Note, technically the aircraft is owned by Bank of America San Mateo according to the document

July 3, 1950. Three 1.5 minute flares together with flare tubes are installed aft of baggage compartment. EW: 941.6 (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

Note this is the first evidence suggesting that Gluckmann was now planning on using N1838B for long, over water flight. In lieu of a modern day Emergency Locator Transmitter (ELT) these flares were the only means of signalling distress. The flares were equipped with parachutes which would be released and activated before making a forced landing in the water (or land) to advise rescuers of ones location.  In theory they could also be used to illuminate at night when landing at an unlit airport or conducting an off-airport precautionary or forced landing. Flare tubes were an extra factory option on some aircraft like the Cessna 170 and Beech Bonanza. 

April 7, 1951. Installed radios. EW: 982.45.  Bendix MN radio compass receiver weighs 37.4 lbs; Bendix MN-20 Loop 5.3 lbs; and 9.5 lbs for controls and cables. Removed 11 lbs of Airadio transceiver with power supply. Baggage compartment placarded "NO BAGGAGE MAY BE CARRIED AT ANY TIME IN THIS COMPARTMENT" to avoid exceeding rear CG (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

April 16, 1951 Installed two (2) thirty (30) gallon fuel tanks in accordance with Luscombe drawing No 086201, wing spray tanks. It is noted that “Auxillary fuel tanks not Approved under STANDARD Classification.” (Source: Repair and Alteration Form for N1838B, April 16, 1951)

Note, this evidence suggests he was already contemplating a Transatlantic flight two years before his 1953 flight. 

Note 2, technically this document shows that the aircraft is now owned by Perry H. Taft.

April 30, 1951. Aux fuel tanks pressure tested 3.5 psi for 15 minutes (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

June 3, 1951. new Operating Limitations issued, experimental category
"Certificated for the purpose of conducting a long distant (sic) non-stop flight and return or the necessary flight testing for this event... Flights limited to the continental limits of the United States (or to Alaska or Hawaii for such cases).” (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

Note: Does this imply that Gluckmann disregarded this restriction on his Transatlantic flight. Or was this a temporary restriction until testing was competed?

June 29, 1951. Experimental airworthiness certificate (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

Was this issued after the flight testing implied above was completed?.

October 12, 1951. Disconnect aux fuel tanks and issuance of Standard Airworthiness Certificate (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

Note: The tanks and plumbing were, most likely, left in the wings and then reconnected before the Transatlantic flight.

February 2, 1952 first appearance of Gluckmann's signature in logbook of N1838B. His signature appears against his handwriting: “new stainless steel brake cables, rudder trim tab installed, tach meter overhauled and reset to 0, Peter Gluckmann” (Source: Original Aircraft Logbook “The All-Metal Silvaire, America’s first All-Metal Airplane, Luscombe Aircraft Corporation, Dallas, Texas”)

April 8, 1953. Obtains United States Naturalization Certificate in San Franciso. Is listed as resident at 70 Alviso Street, San Francisco, CA. (source Naturalization Certificate 7170691)

June 6, 1953. Departs San Mateo, California for the UK with Luscombe N1838B. (source: California to Germany, Roundtrip, Flying, January 1954, p. 14)

June 10, 1953. Installs Flottorp constant speed propeller in Grand Rapids Michigan. (source: GSI wire photo caption, June 11, 1953)

This appears to have been completed without the necessary paperwork which appears to have been completed in September, 1953.

June 26, 1953. Landed at Renfrew Airport in Scotland after 12 hour flight from Reykavik in “little cream and blue 90 horsepower plane.” (source: Atlantic Flown in Tiny Plane, NY Times, June 27, 1953, p. 17)

June 27, 1953. Arrives in London. Is greeted by his mother and visits his sick father (source: Sydney Morning Herald, LONE FLIGHT OVER THE ATLANTIC, p. 4 July 4, 1953 and AP photo)

End of June or early July, 1953. Flies from the US Base in Hannover, West Germay via the “Central Corridor” to Berlin-Tempelhof airport. This is his first (and only?) visit to Berlin after his family fled the Nazi regime in January 1939. He stays for one day & visits site of his childhood home which is now an empty lot destroyed by bombing in WWII. His return flight is via the southern, or “American” Corridor to Frankfurt am Main. Overdue because of bad weather and headwinds the USAF initiates an aerial search before he lands in Frankfurt. (sources: California to Germany, Roundtrip, Flying, January 1954, p. 45 and JEWISH COMMUNITY BULLETIN EMANU-EL July 31, 1953 p. 10 )

July 14, 1953. Departs London for return flight across the Atlantic to the US. Flight to Prestwick Scotland hampered by poor weather(source: Evening star (Washington, D.C.), July 14, 1953, p.A-9)

July 22, 1953. Departs Rochester, NY. Lands at six more airports on way home to San Francisco. (source: The Daily Record (Dunn, N.C.), July 22, 1953 p. 1)

July 26, 1953 (?). Arrives home in San Francisco at around 1:00pm. Is escorted by 8 Civil Air Patrol planes at Sacramento on his last leg from Reno, NV and is greeted by crowd of several hundred people and Mayor of San Mateo (sources: The Daily Record (Dunn, N.C.), July 22, 1953 p. 1, California to Germany, Roundtrip, Flying, January 1954, p. 45 and JEWISH COMMUNITY BULLETIN EMANU-EL July 31, 1953 p. 10)

Note date uncertain. Inferred from July 22, 1953 report in The Daily Record (Dunn, NC).

September 9, 1953 new engine installed in aircraft. In Gluckmann’s handwriting: “New Continental 90-12-F installed with all accessories. Flottorp controllable pitch prop inspected and magna fluxed at Palo Alto Propeller repair station. New sky light installed. Engine cowling changed rivets in nose cowling replaced with lock nut plates” followed by this work was done buy owner under my supervision M R Clark A&E183737. (Source: Original Aircraft Logbook “The All-Metal Silvaire, America’s first All-Metal Airplane, Luscombe Aircraft Corporation, Dallas, Texas” and US Engine Log S/N43775-3-12). This engine is still in the aircraft.

September 24, 1953. Experimental Operating Limitations
"Certificated for flight for purpose of flight testing Flottorp R003-232-72T Propeller installation..."
 (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

Note: This would appear to be a retroactive attempt to validate the installation of the constant speed Flottorp propeller which Gluckmann installed on N1838B in June 1953 as he was crossing the continent in advance of his Transatlantic flight. 

May 30, 1954 last example of Gluckmann’s handwriting in aircraft log book: “install new parking brake.”

June 5, 1954 last example of Gluckmann’s handwriting in engine log book.  “change oil, inspect screen, clean and gap spark plugs P.G”. (Source: US Engine Log S/N43775-3-12).

August 20, 1954 After flying from San Francisco to Newfoundland, Gluckmann is blocked by Canadian authorites from departing with a single engine aircraft from Gander Newfoundland. He stores his aircraft at Gander and flies on a commercial airliner to visit his parents in London. (Source: ⁨⁨Gluckmann Hops For London—But Not in His Plane, J. Jewish News of Northern California (Emanu-El, Jewish Community Bulletin)⁩, 20 August 1954⁩, p1). The letter from TEMCO Aircraft confirms that Gluckmann used N1838B for this trip. 

November 5, 1954. 
Letter from TEMCO Aircraft Corp

TEMCO Aircraft Corporation
Post Office Box 397 * Garland, TX

Mr. Peter Gluckmann
61 Lick Place
San Francisco 4, California

Dear Mr. Gluckmann:

This is in reference to your letter of November 1, concerning your Model 8 Luscombe. It is believed that the condition you described is satisfactory and will not be structurally unsafe.

It is not felt that the holes in the spars will appreciably reduce the strength since the majority of the loads are carried in the spar caps. If it would have been necessary to add holes in the spars in the design stages we would not have hesitated at all and would probably not even run an analysis on the change. This assumes, of course, that the holes are clean-cut and not jagged.

We quite often used the next diameter Cherry Rivets to replace standard rivets in our repairs and experimental work at the factory. The Cherry Rivets used should be type CR 163 with the pin remaining in the rivet shank. If this type rivet is used and is of a good quality, the wing panels will be structurally satisfactory.

No, I had not heard that you attempted another flight to England. I am sorry to hear that the Canadians would not authorize the flight. I do not know of any Modell 11's which are for sale and I don't believe that we will ever manufacture any more Model 11's or Model 8's. We will advise you if the situation changes or if we hear of a Model 11 for sale.

If we can be of any further assistance, please feel free to write us.

\Very truly yours,

TEMCO AIRCRAFT CORPORATION
GARLAND PLANT
/signed/
M. C. Mueller
Chief Engineer

Presumably Nov 1, 1954 as per reference in letter above.
Undated document on personal letterhead:
Peter Gluckmann
Swiss Trained Watch Expert
61 Lick Place
San Francisco 4, California
Yukon 6-5251

Document consists of hand-drawn diagrams showing locations and dimensions of holes in front and rear main spars (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

November 16, 1954. CAA Memo from General Maintenance Branch
Requesting photostatic copies of all airworthiness data in connection with filing a violation  (source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

November 20, 1954. “Extra fuel tanks and lines removed from aircraft and fuel system returned to standard throughout.”
Further notes indicate: Removed aux tanks and lines and cut a 5" length and 1.5" depth from inboard leading edge of aileron to facilitate aux tank removal. "The owner requests that the ailerons be approved as are to save expense in the extra wing tank removal." EW: 1065.
"Extra fuel tanks and lines were removed from aircraft and fuel system returned to standard throughout. Skins on wings were replaced with Cherry rivits (sic) one size larger than original. Factory approval for Cherry rivits and extra holes in spar attached."
(Sources: Repair and Alteration Form for N1838B, November 20, 1954, Original Aircraft Logbook “The All-Metal Silvaire, America’s first All-Metal Airplane, Luscombe Aircraft Corporation, Dallas, Texas,” and FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450).

Same date in engine log. Appears to be the last entry where aicraft still belongs Gluckmann as it is last time documentation is signed by his and aircrafts long-time A&E M. R. Clark. 

March 11, 1956. Message stamped apparently with receipt time and distro info:

"3/12/56 8:18 a.m. via Special Services Div. Message Center to: W-240 (?)"

RWA D1 STL 112020Z
W-240. ADVISE IF ACA337 APPROVAL OF FLARES BEECH ROBY PROPELLER AVIGATOR AND BENDIX RADIO AND ALSO LARGE VENTURI LUSCOMBE N1838B
MICHELSEN 112015Z
(source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

March 12, 1956. Message from CAA Admin & Records Branch
WASHINGTON, D.C. 3/12/56
ROUTINE
CAA
ST. LOUIS, MISSOURI
ATTENTION: MICHELSEN
RUMES 112015Z. ACA-337 DATED 11/30/54 COVERING N1838B READS IN PART QUOTE,
4" VENTURI, BENDIX MN26 RADIO COMPASS AND FLOTTORP CONTROLLABLE PROPELLOR, 3 1 MINUTES FLARES UNQUOTE
INSTALLED BENDIX MN-26 RECEIVER, MN-20 LOOP, CONTROLS, INDICATOR AND CABLES
APPROVED 4/18/51. NO DATA RELATIVE BEECH ROBY PROPELLOR.
HEATH, W-240 121835Z
TSUTTON: W-240
(X-2397-Rodriguez)
(source: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450)

June 4, 1956. Gluckmann is photographed with his overloaded Cessna 190 called City of San Francisco at Idlewood Airport in New York. He planned 18,000 mile solo flight to Europe, Israel, Africa and South America. He departed San Francisco on June 2nd. He arrived in Keflavik, Iceland June 6, 1956. This was his 3rd solo crossing of the North Atlantic. There were several firsts on this flight including the first aircraft to fly directly from Israel to Egypt (Lydda Airport to Cairo) & first light plane to cross the South Atlantic between Africa and South America (1,600 miles from Freetown, Sierra Leone to Natal, Brazil) (sources: INP Sound photo, June 4, 1956, Flying Watchmaker Gets to Iceland, Santa Cruz Sentinel, June 6, 1956, p. 18, Jewish Community Bulletin, July 13, 1956, p.1, & Jewish Community Bulletin, August 3, 1956 p.1)

June 23, 1957. Completes round trip from San Carlos south of San Francisco  to Hawaii in Beechcraft Bonanza. According to article he "became first man to make 2,300 mile trip either way, or both ways, in a small plane.” He shrugged off the adventure as ‘more or less routine.’” The 19 hour and ten minute flight was flow with “dead reckoning.”(source: A Light-Plane ‘First’, New York Times June 24, 1957, p.25).

March 15, 1958. Gluckmann departs San Franciso in this Beechcraft Bonanza name “City of San Franciso” on planned March - April, 1958. Flies Bonanza length of South America then to London via Brazil and Africa. He establishes two futher records, first westbound solo light plane across the South Atlantic (Recife, Brazil to Dakar, French West Africa) and first solo light plane from Iceland to North America (polar route over Greenland from Keflavik to Goose Bay, Labrador). This is his 4th crossing of the North Atlantic (Sources: Gluckmann Flies the Atlantic (AP), New York Times, April 11, 1958, p.8, PLANE FAX Chevron advertisement, FLYING, August 1958 p.61).

May 11, 1958. Gluckmann returns to San Francisco on commercial airliner after leaving single engine aircraft in Reno because of bad weather. He flew through 26 countries on four continents (source: Watchmaker Ends Air Journey, NY Times, May 13, 1958, p.27)

August 22, 1959 to September 20, 1959. First ever to set the Speed Around the World, Eastbound world record. Establishes both C-1 (Landplane, internal combustion) and C-1d (Landplane, internal combustion, 1,750 kg to less than 3,000 kg) records. Completes 23,765 miles with Meyers 200A aircraft registration N485C  departing and landing San Francisco . Flight took 29 days, 6 hours 8 minutes and 52.2 seconds. Record is recorded with Federation Aéronautiqué Internationale (sources: Pilot Completes Global Flight, New York Times, Sept 21, 1959, p.63, Round the World Flights, and Fédération Aéronautique Internationale World Air Sports Federation https://www.wingnet.org/rtw/RTW004H.HTM and https://www.fai.org/record/1999)

November 26, 1959. Gluckmann commercially delivers a new Cessna 172 from Oakland California 2,400 miles to Honolulu, Hawaii (source: UPI Telephoto press wire photo, November 26, 1959 & NY Times, Nov 28, 1959 p.14).

April 20, 1960. Departs Hong Kong in attempt to to set non-stop flight record to New York City via Japan and Aleutian Islands (source: Plane Off on Pacific Hop In Bid for Nonstop Mark, New York Times, April 20, 1960, p. 8).

April 21, 1960. Gluckmann aborts attempt to cross Pacific because of bad weather and turns back to Tokyo. (source: Pacific Flier Turns Back, NY Times (AP), April 21, 1960, p. 2).

April 27 or 28, 1960. Peter Gluckmann is missing presumed dead. Departed Tokyo at 7:00 AM on planned record flight in a Bonanza. Last radio contact was with US Coast Guard ship between Tokyo and Midway when he reported engine redline engine temperature (source: Flier Still Missing, New York Times, May 1, 1960, p.7, Round the World Flights https://www.wingnet.org/rtw/RTW004H.HTM and Silent Watch, The MAC FLYER, MILITARY AIRLIFT COMMAND, May 1966 p.15) 

Note, there are conflicting accounts about the time of take-off, either at 0700 (MAC Flyer) or 1630 (NYT).

June 20, 1960. New owner. Removed radio, shoulder harness, flares, repairs to fuselage and wing skins… . Log book entry indicates substantial repairs including some fuselage skins, some new bottom surface skins on wings, new tail fin, replaced landing gear, painted aircraft, etc. (sources: FAA CD, N1838B - courtesy Garrett Nievin, posted Feb 22, 2006 to https://groups.io/g/Luscombe-Silvaire/topic/54715070#msg73450 and Original Aircraft Logbook “The All-Metal Silvaire, America’s first All-Metal Airplane, Luscombe Aircraft Corporation, Dallas, Texas”)

Note: The previous 100 hour inspection was completed on October 18, 1956 implying that the plane was not flown between sometime in 1957 and June 1960. The major repairs in 1960 suggest the aircraft was substantially damaged in 1957. Its sale, perhaps by the executor of his estate — shortly after Gluckmann’s disappearance and presumed death in April —  suggest that Gluckmann migh still have owned the aircraft until his passing in 1960.

1982. Notation in US logbook that aircraft out of service due to landing damage to right gear leg. New gear leg installed. (Source N1838B second logbook)

April 22, 1985 last notation in US logbook, “start annual inspection.” this appears not to have been completed. (Source N1838B second logbook)

December 1, 1988.  last notation in US engine logbook, “engine and MT removed to gain access to Inst. panel” this appears to have been part of process of dismantling aircraft the parts of which were purchased in Ohio by Richard Marcus (Sources: Second US Engine Log S/N43775-3-12 and personal comments)

April 11, 1989. Luscombe 8F serial number 6265 is registered as C-FEPO in Canada by Richard Marcus (source: Canada Civil Aircraft Registry)

August 15 and 17, 1989. Documentation noting complete aircraft restoration. First flight with Canadian registration C-FEPO (1 hour) on August 17, 1989. (source C-FEPO Canadian logbook).

August 9, 2013. Aircraft registration transfered to Louis Helbig. (source: Canada Civil Aircraft Registry).

June 8, 2017. Louis Helbig lands C-FEPO at Happy Valley Goose Bay in Labrador, ‘re-enacting’ a small part of Luscombe 8F serial 6265’s history. (source: self).

June 2025. Aircraft damaged in ground loop incident.