luscombe pilots handbook 8a - · pdf filealso, the letter at the end of the book was bound...
TRANSCRIPT
COST
AN
ALY
SIS
Date
Gas
Oil
Storage
Repairs
Insurance
Misc.
O W
N E R ’
S H
A N D B
O O K
of
OPERA
TION
for 6
5 H
ORS
EPO
WER
STA
ND
AR
D
and
S
PE
CIA
L
Silv
aire
s
Reprint of Owners Handbook
by ww
w.Pop
ularA
viatio
n.com
2006
PRINTED IN U.S.A
9
Impo
rtant
Not
ice
This document is a reprod
uction of an original Pilots Opera
ting
Handbook, circa 1950s. N
ote that this original was produced
by Silvaire Aircraft in Ft. Collins, long after the demise of the
original Luscombe Corp
oration, and that we h
ave no idea how
it may differ from earlier handbooks. Also note that even their
printing was a rep
rint of a long-ob
solete m
odel that was never
produced in F
t. Collins.
We make no w
arranty as to accuracy or fitness for purp
ose –
that is up to you to determine, although we did do our best to
proof the text (we m
anually typed it in and cleaned up a poor
original, correcting a few
typos along the way).
P.S. B
e certain to visit www
.PopularAviation.com for lots of
photos and technical inform
ation on many vintage aircraft, b
ut especially on the Luscombe.
SERV
ICE HI
NTS
ENGINE CO
WL: By a simple arrangement of
cowl fasteners, access may
be easily made
to the engine for routine serv
icing. To open the cowl, turn
each fastener on
the cowl a quarter turn count
er-clockwise with a coin, key
, knife, or screw
driver. To remove the cowl assem
bly for engine overhaul it i
s necessary to
remove the propeller bolts,
lift the propeller off, and
then remove the
screws around the back par
t of the cowl at the firewa
ll bulkhead. To
completely remove the cowl o
nly about 20 minutes are requ
ired. INSPECTION
COVERS: Inspection covers on the wi
ngs and fuselage are held i
n place by the
clamping action of a metal st
rip and two screws. To remo
ve an inspection
cover first loosen the two
screws and then slide the
cover in either
direction parallel to the line
of the screws. The opposite
end will drop free
and the cover can then be
slid off. To replace the c
over reverse the
procedure. WINDSHIELD AND WIND
OWS: Use good qua
lity soap, clean water, and c
lean soft cloths to clean thes
e areas. Patente
d cleaners should be used
cautiously, because of the
ir possible solve
nt action on the plastic mate
rial* used in the constructio
n of these parts.
CARE
OF AL
UMINU
M
The manufacturers of modern
metal airplanes use a high te
nsile strength aluminum allo
y. These alloys are protected
from corrosion by a co
ating of pure
aluminum. They are known
as “Alclad” and “Pureclad”.
The natural oxidation of pur
e aluminum produces a film
which is dull
and lifeless in appearance. T
he original brilliance may be
restored by the
use of various polishes. It is important
to remember that the polish
es and waxes used should b
e non-corrosive,
non-toxic, and only mildly a
brasive. “Klad Polish”
, manufactured by the R.M
. Hollingshead Corporation,
has been especially formula
ted to clean and polish this
material. “Klad
Polish”, with a minimum eff
ort, cleans and polishes in a
single operation.
It will restore the original b
rilliant lustre and enhance t
he beauty of your
plane. It is recommended that a coa
ting of “Klad Wax” be appli
ed, to preserve
the polished finish and to he
lp retard further oxidation. F
requent polishing
operations may be reduced b
y periodic applications of “K
lad Was”. (*methyl metha
crylate. Also known by the tra
de names of Plexiglas and Luc
ite)
8
1
OIL PRESSURE:
1. Maximum Oil Pressure –
48 lbs. per sq, inch.
2. Normal Operating Press
ure – 38 to 40 lbs. per sq. in
ch. 3. Minimum
Operating Pressure – 25 lbs.
per sq. inch. OIL TEMPE
RATURE: 1. Maximum
Oil Temperature – 220o F.
2. Normal Operating Temp
erature – 120 o F. to 200 o F. 3. Caution O
perating Temperature – 40o F. to 120 o F.
AIR SPEED:
1. Never exceed speed – 1
45 mph (T.I.A.S.) (red line)
. 2. Normal O
perating Speeds – 45 to 105 m
ph (T.I.A.S.). PERFORMA
NCE INFORMATION:
NOTE: True Indicated Airs
peeds – Gross weight – sea
level conditions
are given. 1. Stalling Speed – 45 mph
. 2. Take-Off
Distance – 625 feet hard tur
f surface. 3. Landing
Ground Roll – 500 feet hard
turf surface. 4. Rate of C
limb – 800 feet per minute at
72 miles per hour.
5. Due to reduced air de
nsity at higher altitudes win
g lift and engine
power are reduced with res
ulting performance reductio
n. Take-off and landing di
stances are increased and the
rate of climb reduced. For
each 1,000 feet of increased
altitude above sea level add
3% of Take-Off and Landi
ng run. Examples: 1. At 10,00
0 feet altitude add 3 x 10 o
r 30% to the sea level
per-formance. Take-Off run
, 30% x 625 = 107.5, 625 p
lus 107.5 – 812.5
. Landing distance, 30% x
500 – 150, plus
150 – 650 feet.
2. At 5,000 feet altitu
de add 15% to the sea
level performance.
Take-Off run – 15% x 625
– 93.7, 625 plus
93.7 = 718.7 distance – 15%
x 500 – 75, 500 plus 75 – 57
5.
The above figures are arbitrar
y for normal conditions.
Dear Friend:
You are now the ow
ner of one of the best lightplanes made by American
industry. Behind the plane you have is nearly 15 years of experience in the
engineering and production of several thousand all-metal lightplanes. Lus-
combe pioneered the all-m
etal lightplane field and has been the leader ever
since. We believe that the years of experience behind your
SILV
AIRE are
responsible for its high degree of strength, economy, durability, perform
- ance and safety.
At this time we should like to m
ake a few suggestions which we believe
will enable you to
obtain the greatest satisfaction from
your new
SILV
AIRE.
First, fly safely. The S
ILVA
IRE is well-built and can take it, but it is
only as safe as the pilot who flies it.
Second, take care of your S
ILVA
IRE. With just reasonable and ordinary
care it will give you many years of satisfactory service and enjoyable
pleasure, and its all-m
etal construction gives it a resale or trade-in value which
will remain high.
Third, remember that our Service Department stands ready to answ
er
your requests for information and furnish you advice on parts, construc-
tion, maintenance and operation. Also there is a widely spread network of
Luscombe
SILV
AIRE distributors and dealers whose maintenance
and
overhaul facilities are for your convenience and use.
Fourth, we want you to know we will appreciate any comments you send
us about the S
ILVA
IRE. We are trying continually to improve our prod-
uct, and many features of our panes are the result of suggestions made
by customers.
In closing I would like to state that the goal of all our efforts is to build
for our customers a safe plane w
ith high performance, good workmanship,
and pleasing appearance at a low price that the average person can afford.
I hope that the following information in this book will give you valuable
hints on your
SILV
AIRE and if you are in the vicinity of our plant, please
visit us and let us show you how SI
LVAI
RES are being built.
2
STAN
DARD
and S
PECIA
L SILV
AIRE M
ODEL
8-A
Spe
cificatio
ns and P
erforma
nce
STA
NDARD
SPECIAL Engine Rating...
...................65 horsepower @ 23
00 rpm......................65 horsepo
wer @ 2300 rpm
Gross Weight.............................
.................1260 pounds.............
..................................1260 pound
s Empty Weight..
.............................................750
pounds.......................................
..........776 pounds
Wing Span..................................
...........................35 feet..............
..........................................35 fee
t Wing Chord......
................................................50
inches........................................
............50 inches
Overall Length...........................
...........................20 feet..............
..........................................20 fee
t Overall Height..
........................................6 feet 3
inches........................................
....6 feet 3 inches
Propeller Diameter.....................
......................76 inches..............
......................................76 inche
s Baggage Capaci
ty...........................................55
pounds.......................................
............75 pounds
Power Loading...........................
.....19.4 pounds per h.p..............
.....................19.4 pounds per h.
p. Wing Loading..
.................................9 pounds pe
r sq. ft.....................................9
pounds per sq. ft.
Maximum Speed.......................
........................115 mph.............
........................................115 mp
h Cruising Speed.
.................................................1
05 mph.......................................
..............105 mph
Stalling Speed............................
.........45 mph (T.I.A.S.)..............
........................45 mph (T.I.A.S.
) Take-off Run....
...............................625 feet (mi
nimum)...................................62
5 feet (minimum)
Landing Roll..............................
.....500 feet (minimum).............
......................500 feet (minimum
) Rate of Climb...
...................800 feet per min. (s
ea level)......................800 feet p
er min. (sea level)
Speed for Best Rate Climb..........
........................72 mph...............
........................................72 mph
Cruising Range.
................................................30
0 miles........................................
...........500 miles
Service Ceiling...........................
....................15,000 feet...............
..................................15,000 fee
t Fuel Consumpti
on – Cruising.............4.5 gals.
Per hour......................................
.4.5 gals. Per hour
Fuel Capacity.............................
...14 gals. Or 12.5 gals...............
.....................................25 gallon
s Oil Capacity.....
...................................................
4 quarts.......................................
...............4 quarts
Fuel Octane Rating....................
..............73 (minimum).............
...............................73 (minimu
m) Tire Pressure....
...............................................18
pounds.......................................
............18 pounds
3
DESC
RIPTIO
N The
Standard and Special S
ILVA
IRES are completely all-m
etal two-
place high wing monoplanes powered with Continental A65-8 four-
cylinder horizontally-opposed air-cooled 65 horsepower engines. The
wings of the S
ILVA
IRE are all-metal, with stressed skin, and a single
strut. The engine is carburetor-equipped with dual ignition and primer.
A 2 blade wooden fixed pitch propeller is supplied as standard
equipment. Positive action mechanical brakes control each wheel separately. Brakes
are operated by depressing either or both of the heel pedals beneath the
rudder pedals. The parking brake control, operated by hand, is located
under the left side of the instrum
ent panel. The wide tread SI
LVAI
RE
landing gear, equipped with a hydraulic oleo and a coil steel spring pro-
vides for easy ground maneuvering. A steerable, full-swivel tail-w
heel
provides for additional ease while maneuvering on the ground. Dual
stick-type controls are provided and the control stick on the right side is
removable for passenger comfort.
Adequate ventilation has been arranged by providing cabin fresh air
snap-vents and left-hand door windows which may be opened. Cabin heat
is also provided (see figure 1 for location of control). The throttle
control, trim tab adjustment crank, fuel shut-off valve and electrical panel
are centrally located so as to be easily accessible from either seat. The air-
plane is supplied with individual seat belts (each of which is approved for
two persons), and a shock mounted instrum
ent panel for engine and
flight instruments. Engine and flight instruments include (see figure 1)
oil pressure and temperature gauges, tachometer, air speed indicator,
altimeter, and compass.
OPER
ATING
PROC
EDUR
ES
STAR
TING
: (See figure 1 for location of controls)
1. Set fuel indicator to either RIGHT TA
NK or LEFT TA
NK for the
Special and for the Standard set fuel valve to ON.
2. Close TH
ROTTLE
3. Set brakes.
4. Prime engine if it is cold. Tw
o or three strokes of the PRIMER is
usually sufficient.
5. Trun magneto switch to BOTH. Announce switch is on to assistant.
6. Have propeller pulled through by assistant.
CARB
ERET
OR AIR HEA
TER:
1. Heat is off w
hen the knob is in, and on when the knob is out (see
figure 1).
4
5
SPEC
IAL
1. Magneto S
witch 11. Space for a
dditional instrument
2. Glove Compartment
12. Oil Temp. and Pressure Ga
uges 3. Parking B
rake 13. Compass
4. Carberetor Heat Control
14. Tachometer
5. Fuel Selector Control (Spe
cial only) 15. Space for a
dditional instrument
6. Throttle 16. Air Speed
Indicator 7. Primer
17. Left Side Rudder Pedals
8. Cabin Heat Control
18. Left and Right Brake Peda
ls 9. Glove Com
partment 19. Right Side
Rudder Pedals 10. Altimeter
STA
ND
AR
D
2. Use carburetor heat full on during landing approach, during any closed
throttle maneuvers, and when carburetor icing conditions
exist.
A slight drop in rpms and engine roughness generally denotes icing
conditions.
3. Ice will form when humidity and temperature are favorable and since
it takes but a short tim
e for ice to form it is recommended that carb-
eretor heat always be turned FULL ON when taking off or landing.
FUEL
SYST
EM: (S
tandard)
1. The fuel selector valve located on the left kick panel (just under the
instrument panel) must be turned to the ON position during all
operations.
2. Direct reading gas gauge for fuselage type fuel tank (14 gals.) is
located on the back
wall of the cabin just a
bove the seat back. For wing-
type tank (12.5 gals.), the gauge is located in the cabin, above the
right-hand door.
FUEL
SYST
EM: (S
pecia
l) 1.
The fuel selector m
ust be either R
IGHT TANK or LEFT TANK
during all operations. (
see fig
ure 1
for lo
catio
n of fu
el va
lve).
2. Capacity of the tanks is m
arked on the selector valve placard and on
the C.A.A. Operations Record form.
3. Direct reading fuel quantity gauges are located above the cabin doors.
CABIN HE
AT:
1. Pull the knob out for HEAT O
N; push in for HEAT O
FF.
OIL CH
ECK:
1. Oil level is checked by noting level on the bayonet gauge attached to
the oil filler cap.
2. Access to the oil filler cap is provided by opening the right side of the
engine cowl.
3. Capacity 4.5 qts. Minimum operating level 2.5 qts.
4. Use SAE 40-50 for summer operation; SAE 20-30 for winter operation.
OPER
ATING
RECO
MMEN
DATIO
NS
TACH
OMET
ER:
1. Maxim
um RPM – 2300 (Radial red line on instrument).
2. Cruising RPM – 2150
3. Idle RPM -- 550
DEPARTMENT OF COMMERCE
Civil Aeronautics Administration
December 22, 1947 In Reply Address Regional Manager
Luscombe Airplane Corporation Civil Aeronautics Admin. P. O. Box 2128 P. O. Box 1689 Dallas, Texas Fort Worth 1, Texas Attention: Mr. E. W. Norris Vice-President – Engineering Gentlemen: Your request for our comments regarding the aerobatic utility of the Lus-combe Models 8A and 8E as training airplanes has been considered. The re-sults of the tests conducted by Mr. Scoggings of Luscombe Airplane Corpora-tion, and personnel of our Flight Engineering Division are considered to be representative of the ability of the subject airplanes to perform various acrobatic maneuvers and the extent of structural loads applied in their execution. Upon recommendation of our Washington office, various maneuvers were per-formed at a chosen airspeed sufficient to successfully complete the maneu-ver, consideration being given to the fact that execution by experienced as against inexperienced pilots would bring about varying degrees of stress on the airplane structure. The recommended entry speeds listed below are based on the tests conducted. As a matter of further information, the maximum G’s obtained during the ma-neuvers and recovery, when using the entry speeds shown, are included. MODEL 8A – GROSS WEIGHT, NORMAL LOADING – MODEL 8E Recommended Entry Recommended Entry MANEUVER Speed (TIAS) G’s Acceleration Speed (TIAS) G’s Acceleration Spins Power-Off Stall ≈ 2.5 (recovery) Power-Off Stall ≈ 2.5 (recovery) Loop 125 MPH ≈ 2.6 125 MPH ≈ 3.0 Slow Roll 135 MPH - 1.2 to ≈ 3.6 135 MPH - 1.6 to ≈ 3.0 Snap Roll 85 MPH ≈ 3.0 90 MPH ≈ 2.8 Aileron Snap Roll 85 MPH ≈ 3.2 90 MPH ≈ 3.0 Hammerhead Stall 110 MPH ≈ 0.2 to ≈ 2.6 110 MPH ≈ 0.4 to ≈ 2.4 Half Snap (Use Aileron) 85 MPH ≈ 3.0 90 MPH ≈ 3.0 *Cuban Eight 130 MPH ≈ 0.2 to ≈ 3.6 130 MPH ≈ 0.4 to ≈ 3.0 *Full Snap on Top of Loop 135 MPH ≈ 0.4 to ≈ 3.6 135 MPH ≈ 3.2 *Immellman 135 MPH ≈ 0.4 to ≈ 3.6 135 MPH - 0.2 to ≈ 2.8 Chandelles 110 MPH ≈ 3.2 110 MPH ≈ 2.4 Lazy Eights 100 MPH ≈ 2.0 100 MPH ≈ 1.8 * These maneuvers considered to require exceptional skill and a reduction in loading from that used in subject tests. Capability of both the 8A and 8E to perform other listed acrobatic maneuvers is considered satisfactory. On the basis of the above results, it is considered reasonable to assume that the listed maneuvers can be executed safely, provided that recommended entry speeds are not exceeded. It should be noted that the limit load factors for operations for both the 8A and 8E airplanes are -2.2 to ≈ 4.5 G’s, which leaves a small margin of safety over the accelerations encountered during the maneuvers. Very truly yours,
C.W. Von Rosenberg Superintendent, Aircraft and Components Branch
Assembly Instructions This PDF file is intended for you to print and assemble a pilot operating handbook for your use. Please note that creating a useful booklet, or creating a frustrating experience is entirely within your control. If you get too fed up, email [email protected] (I created this replica in the first place) and I’ll send you a hard copy for $15. Disclaimer This project is for the convenience of Luscombe pilots. There is no warranty made as to fitness for purpose –tell your lawyer and future widow that the decisions you made in the air were based on your own. If in doubt, consider everything here to be fiction. The booklet is intended to be printed on 8-1/2 x 11 paper, then folded in half. Your decision, but two things could make this a more useful document:
• Consider printing the cover on card stock • Take the competed print job to a print shop (before folding the paper!) and ask them to staple it to create a bound book. Or ise a sewing machine to create the binding.
Also, the letter at the end of the book was bound into the Pilot Operating Handbook by Silvaire Aircraft when they operated in the 1950s. There is considerable debate as to whether or not the letter became part of the official book as a result. You can decide whether to include or exclude it in your copy. Step by step instructions: Option 1 Print the entire thing at the office, using duplex (two-sided) printing. Omit this page and possibly the letter before binding. Option 2 Print each page one at a time. Insert the page you just printed back into the printer in order to print on the opposite side. The order of things seems confusing; however once you have printed all the pages on both sides, everything should come out in proper page order.