Silvaires O W N E R S H A N D B O O K. for 65 HORSEPOWER. of OPERATION COST ANALYSIS. ST AND ARD and SPECI A L

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3 COST ANALYSIS Date Gas Oil Storage Repairs Insurance Misc. O W N E R S H A N D B O O K of OPERATION for 65 HORSEPOWER ST AND ARD and SPECI A L Silvaires Reprint of Owners Handbook by PRINTED IN U.S.A

4 Important Notice This document is a reproduction of an original Pilots Operating Handbook, circa 1950s. Note that this original was produced by Silvaire Aircraft in Ft. Collins, long after the demise of the original Luscombe Corporation, and that we have no idea how it may differ from earlier handbooks. Also note that even their printing was a reprint of a long-obsolete model that was never produced in Ft. Collins. We make no warranty as to accuracy or fitness for purpose that is up to you to determine, although we did do our best to proof the text (we manually typed it in and cleaned up a poor original, correcting a few typos along the way). P.S. Be certain to visit for lots of photos and technical information on many vintage aircraft, but especially on the Luscombe. SERVICE HINTS ENGINE COWL: By a simple arrangement of cowl fasteners, access may be easily made to the engine for routine servicing. To open the cowl, turn each fastener on the cowl a quarter turn counter-clockwise with a coin, key, knife, or screw driver. To remove the cowl assembly for engine overhaul it is necessary to remove the propeller bolts, lift the propeller off, and then remove the screws around the back part of the cowl at the firewall bulkhead. To completely remove the cowl only about 20 minutes are required. INSPECTION COVERS: Inspection covers on the wings and fuselage are held in place by the clamping action of a metal strip and two screws. To remove 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 cover reverse the procedure. WINDSHIELD AND WINDOWS: Use good quality soap, clean water, and clean soft cloths to clean these areas. Patented cleaners should be used cautiously, because of their possible solvent action on the plastic material* used in the construction of these parts. CARE OF ALUMINUM The manufacturers of modern metal airplanes use a high tensile strength aluminum alloy. These alloys are protected from corrosion by a coating of pure aluminum. They are known as Alclad and Pureclad. The natural oxidation of pure aluminum produces a film which is dull and lifeless in appearance. The original brilliance may be restored by the use of various polishes. It is important to remember that the polishes and waxes used should be non-corrosive, non-toxic, and only mildly abrasive. Klad Polish, manufactured by the R.M. Hollingshead Corporation, has been especially formulated to clean and polish this material. Klad Polish, with a minimum effort, cleans and polishes in a single operation. It will restore the original brilliant lustre and enhance the beauty of your plane. It is recommended that a coating of Klad Wax be applied, to preserve the polished finish and to help retard further oxidation. Frequent polishing operations may be reduced by periodic applications of Klad Was. (*methyl methacrylate. Also known by the trade names of Plexiglas and Lucite) 9

5 OIL PRESSURE: 1. Maximum Oil Pressure 48 lbs. per sq, inch. 2. Normal Operating Pressure 38 to 40 lbs. per sq. inch. 3. Minimum Operating Pressure 25 lbs. per sq. inch. OIL TEMPERATURE: 1. Maximum Oil Temperature 220 o F. 2. Normal Operating Temperature 120 o F. to 200 o F. 3. Caution Operating Temperature 40 o F. to 120 o F. AIR SPEED: 1. Never exceed speed 145 mph (T.I.A.S.) (red line). 2. Normal Operating Speeds 45 to 105 mph (T.I.A.S.). Dear Friend: You are now the owner 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. Luscombe pioneered the all-metal lightplane field and has been the leader ever since. We believe that the years of experience behind your SILVAIRE are responsible for its high degree of strength, economy, durability, performance and safety. At this time we should like to make a few suggestions which we believe will enable you to obtain the greatest satisfaction from your new SILVAIRE. First, fly safely. The SILVAIRE is well-built and can take it, but it is only as safe as the pilot who flies it. PERFORMANCE INFORMATION: NOTE: True Indicated Airspeeds Gross weight sea level conditions are given. Second, take care of your SILVAIRE. With just reasonable and ordinary care it will give you many years of satisfactory service and enjoyable pleasure, and its all-metal construction gives it a resale or trade-in value which will remain high. 1. Stalling Speed 45 mph. 2. Take-Off Distance 625 feet hard turf surface. 3. Landing Ground Roll 500 feet hard turf surface. 4. Rate of Climb 800 feet per minute at 72 miles per hour. 5. Due to reduced air density at higher altitudes wing lift and engine power are reduced with resulting performance reduction. Take-off and landing distances 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 Landing run. Third, remember that our Service Department stands ready to answer your requests for information and furnish you advice on parts, construction, maintenance and operation. Also there is a widely spread network of Luscombe SILVAIRE 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 SILVAIRE. We are trying continually to improve our product, and many features of our panes are the result of suggestions made by customers. Examples: 1. At 10,000 feet altitude add 3 x 10 or 30% to the sea level per-formance. Take-Off run, 30% x 625 = 107.5, 625 plus Landing distance, 30% x , plus feet. 2. At 5,000 feet altitude add 15% to the sea level performance. Take-Off run 15% x , 625 plus 93.7 = distance 15% x , 500 plus In closing I would like to state that the goal of all our efforts is to build for our customers a safe plane with 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 SILVAIRE and if you are in the vicinity of our plant, please visit us and let us show you how SILVAIRES are being built. The above figures are arbitrary for normal conditions. 8 1

6 STANDARD and SPECIAL SILVAIRE MODEL 8-A Specifications and Performance STANDARD SPECIAL Engine Rating rpm rpm Gross Weight pounds pounds Empty Weight pounds pounds Wing Span...35 feet...35 feet Wing Chord inches...50 inches Overall Length...20 feet...20 feet Overall Height... 6 feet 3 inches...6 feet 3 inches Propeller Diameter inches...76 inches Baggage Capacity...55 pounds...75 pounds Power Loading pounds per h.p pounds per h.p. Wing Loading...9 pounds per sq. ft... 9 pounds per sq. ft. Maximum Speed mph mph Cruising Speed mph mph Stalling Speed...45 mph (T.I.A.S.) mph (T.I.A.S.) Take-off Run feet (minimum) feet (minimum) Landing Roll feet (minimum) feet (minimum) Rate of Climb feet per min. (sea level) feet per min. (sea level) Speed for Best Rate Climb mph...72 mph Cruising Range miles miles Service Ceiling...15,000 feet...15,000 feet Fuel Consumption Cruising gals. Per hour gals. Per hour Fuel Capacity gals. Or 12.5 gals...25 gallons Oil Capacity...4 quarts... 4 quarts Fuel Octane Rating (minimum)...73 (minimum) Tire Pressure...18 pounds...18 pounds 2

7 DESCRIPTION The Standard and Special SILVAIRES are completely all-metal twoplace high wing monoplanes powered with Continental A65-8 fourcylinder horizontally-opposed air-cooled 65 horsepower engines. The wings of the SILVAIRE 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 instrument panel. The wide tread SILVAIRE landing gear, equipped with a hydraulic oleo and a coil steel spring provides for easy ground maneuvering. A steerable, full-swivel tail-wheel 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 airplane is supplied with individual seat belts (each of which is approved for two persons), and a shock mounted instrument 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. OPERATING PROCEDURES STARTING: (See figure 1 for location of controls) 1. Set fuel indicator to either RIGHT TANK or LEFT TANK for the Special and for the Standard set fuel valve to ON. 2. Close THROTTLE 3. Set brakes. 4. Prime engine if it is cold. Two 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. CARBERETOR AIR HEATER: 1. Heat is off when the knob is in, and on when the knob is out (see figure 1). 3

8 SPECIAL 1. Magneto Switch 11. Space for additional instrument 2. Glove Compartment 12. Oil Temp. and Pressure Gauges 3. Parking Brake 13. Compass 4. Carberetor Heat Control 14. Tachometer 5. Fuel Selector Control (Special only) 15. Space for additional instrument 6. Throttle 16. Air Speed Indicator 7. Primer 17. Left Side Rudder Pedals 8. Cabin Heat Control 18. Left and Right Brake Pedals 9. Glove Compartment 19. Right Side Rudder Pedals 10. Altimeter STANDARD 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 time for ice to form it is recommended that carberetor heat always be turned FULL ON when taking off or landing. FUEL SYSTEM: (Standard) 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 above the seat back. For wingtype tank (12.5 gals.), the gauge is located in the cabin, above the right-hand door. FUEL SYSTEM: (Special) 1. The fuel selector must be either RIGHT TANK or LEFT TANK during all operations. (see figure 1 for location of fuel valve). 2. Capacity of the tanks is marked 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 HEAT: 1. Pull the knob out for HEAT ON; push in for HEAT OFF. OIL CHECK: 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 for summer operation; SAE for winter operation. OPERATING RECOMMENDATIONS TACHOMETER: 1. Maximum RPM 2300 (Radial red line on instrument). 2. Cruising RPM Idle RPM

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10 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 Luscombe Models 8A and 8E as training airplanes has been considered. The results of the tests conducted by Mr. Scoggings of Luscombe Airplane Corporation, 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 performed at a chosen airspeed sufficient to successfully complete the maneuver, 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 maneuvers 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 MPH 3.0 Slow Roll 135 MPH to MPH to 3.0 Snap Roll 85 MPH MPH 2.8 Aileron Snap Roll 85 MPH MPH 3.0 Hammerhead Stall 110 MPH 0.2 to MPH 0.4 to 2.4 Half Snap (Use Aileron) 85 MPH MPH 3.0 *Cuban Eight 130 MPH 0.2 to MPH 0.4 to 3.0 *Full Snap on Top of Loop 135 MPH 0.4 to MPH 3.2 *Immellman 135 MPH 0.4 to MPH to 2.8 Chandelles 110 MPH MPH 2.4 Lazy Eights 100 MPH 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

11 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, mculver@extencia.com (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.