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 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.