Greetings lads and laddies:
N28751 has been put back together after the SB96-11B inspection. We put in a standard crank (no 10 under grind) and all standard bearings. New rod bearings, main crankshaft bearings and a new prop end bearing. (them suckers ain't cheep dudes, the big bearing on the end.) Crank is fresh yellow tagged with a fresh magneflux inspection. It's got about 185 SMOH and 1 hour on the new stuff. I'd say it's fresh really. I'm stoked. It came to $13,670.54 for the airplane and my negotiated share of the prop strike fix. I got a fair size bill building for the pre-buy inspection and dual needed too. Still, not bad you know?

Now all I got to do is learn how it works and fly off the insurance hours and bring it home. I'm excited. I'll be to the Austin fly in for sure, Copperstate is calling too.

I really need to figger out this climb prop deal though. I don't have a clue. Most of the guys on the Luscombe lists are flatlanders. I also have no idea what's on there now either but if it goes like hell it would be a shame to repitch a new prop. I dunno. Does a guy need a climb prop all year? Being it's an 8C means I'm limited to 72". A-75.

Today it was over 8000' out there at 1:30PM. And then it got hot. Fly early and fly often me-thinks. I don't know when I'll be bringing it South for sure. It's hard to say but I think Lebanon has good car gas so if the weather works I'll come down on the inside and cross over at about Quincy to Susanville kinda. Follow roads. Six hours with a pee/fuel stop. Sure wish I had a camera to hang on the wing.

About ten years groundbound.
EB

I'm excited for ya EB. Wish I could help ya on the prop deal but I know nothing about the a-75. I'll checks my grandpas logs to see what he had on his modified a65, might give a good place to start. Make sure the engine baffles are tight, no gap between the baffle and the cowl. If there is a gap then it could be your problem. Also the bottom rear of the cowl should be even or slightly below the bottom of the fuselage at the firewall. If it is not positive pressure can build in the bottom of the cowl and prevent good airflow around the cylinders.

Enjoy it. I'll make the sacrifice and bring it home for you; you don't really want to do all that traveling anyways

Edit: Thought I had his engine logs but I don't.

A friend of mine used to have an A75 powered Luscombe, it belongs to the Skagit Aero Museum at Concrete now. It was a real performer, I'll ask him if he remembers what prop he had on it.

Just heard back from my buddy- he had a McCauley 70-48 on his. But check the TCDS for what's approved for your model (8C?). I believe my buddy's was an 8A, but he tells me that with a carburated A75 & wing tanks it was configured as an 8D. I'm guessing yours is carb'd also, so if there's paperwork on that change check it for prop approvals.

hotrod150 wrote:Just heard back from my buddy- he had a McCauley 70-48 on his. But check the TCDS for what's approved for your model (8C?). I believe my buddy's was an 8A, but he tells me that with a carburated A75 & wing tanks it was configured as an 8D. I'm guessing yours is carb'd also, so if there's paperwork on that change check it for prop approvals.

The TCDS is pretty liberal actually. I don't have it next to me but as I recall it's something like max diameter 72" and maximum static RPM 2350. I would really like to put a 74" seaplane type on there for climb but we'll see. I anticipate most of my flying will be solo and may get adequate performance with what's on there. Thing is, adequate is never quite enough....ask AKtahoe. As long as I can fly one mile an hour faster than the closest Taylorcraft I'll be happy, but this thing will never get in and out like Joe's 65hp pre war T-cart. Oh well. Though I've never flown a Taylorcraft I have flown a Luscombe. I'm betting that in the grins department this old gal will keep me very well supplied.

EB

That same buddy of mine told me that with the small Continentals, the prop dictates the performance. In other words, if you put a 65 horse prop on (like the Mac 74-47) the airplane will perform like a 65, even if it's a 75-- the diameter & pitch just won't let it turn up enough to develop the full 75 horsepower. He has owned a shitload of Luscombes & C120/140's over the years & has tinkered with them all for improved performance, & is usually pretty much right on the money with his decrees.
Per my Univair catalog, it looks like the approved Mac for a 75 horse is a 71-44 or 46. Don't even see a listing in the Sensenich metal section for any Luscombes, but the Sensenich wood prop for the 75 Luscombe is a 72-46 or 48.

hotrod150 wrote:That same buddy of mine told me that with the small Continentals, the prop dictates the performance. In other words, if you put a 65 horse prop on (like the Mac 74-47) the airplane will perform like a 65, even if it's a 75-- the diameter & pitch just won't let it turn up enough to develop the full 75 horsepower. He has owned a shitload of Luscombes & C120/140's over the years & has tinkered with them all for improved performance, & is usually pretty much right on the money with his decrees.
Per my Univair catalog, it looks like the approved Mac for a 75 horse is a 71-44 or 46. Don't even see a listing in the Sensenich metal section for any Luscombes, but the Sensenich wood prop for the 75 Luscombe is a 72-46 or 48.

Here's off the TCDS:
Propeller - McCauley 1A90 (a) For Model 8C (landplane and seaplane) with A-75-8J engine with
following limits: Static r.p.m. at maximum permissible throttle setting:
not over 2330, not under 2110
No additional tolerance permitted. Diameter: not over 71 in., not under 69.5 in.

We'll see what's on there. I just don't know but it's new (Or at least fresh OH) due to a prop strike. It sounds like 44-46 might be right. The cruise seems to be a 47.

I'm guessing you have a carb'd A75-8 engine, not the injected 8J? I see on the Luscombe 8 series TCDS that the regular A75-8 is pre-approved on the 8C. I also see that the only non-adjustable/non-controllable prop is the Mac 1A90 you mention. However, item 1/6 approves "propeller-wood (fixed or adjustable pitch) so it's a wide-open ball game there. Another buddy of mine has a wood prop (brand/pitch unknown to me, I'm guessing Sensenich) on his 65 horse 8A, it is the best performing prop of the several he's tried. The only drawback is that it's a PITA handpropping, too light for much momentum. He has non-impulse mags on it & hot-starts are sometimes problematic.

hotrod150 wrote:I'm guessing you have a carb'd A75-8 engine, not the injected 8J? I see on the Luscombe 8 series TCDS that the regular A75-8 is pre-approved on the 8C. I also see that the only non-adjustable/non-controllable prop is the Mac 1A90 you mention.

The engine conversion paperwork with the airplane calls the engine a A-75-carb! The data plate says A-75-775719 Anyway it has a MS carb on it and not the Stromberg. Therefore it has a mixture control. Here's a pic:
http://s1145.photobucket.com/albums/o51 ... 010957.jpg

Ok then! Will summertime come to the PacNW this year? My bird is now in a hangar in Scappoose ready for training and pickup. I need to get up there next week.

EB

Good luck with the training and bringin her home

Emory Bored wrote:Ok then! Will summertime come to the PacNW this year? My bird is now in a hangar in Scappoose ready for training and pickup. I need to get up there next week.

EB

Neat plane! 'patches' Just landed back in Scappoose a few hours ago after running Dave up to retrieve it. The WW II vet you bought the plane from sure is a neat guy.

Hey Matt: The aviation world is a small one ain't it. Dave said it's safe in the hangar and flies sweet. He said the pacer is a much tougher bird in the pattern. This one is gentle. That's a trip ain't it. According to stats the Luscombe is hands down the loser in the ground loop category for all two seaters.

I've got the constant loss battery pack for the GPS just about done. I put it in an ammo can with three fused cigarette lighter style receptacles. 7ah Odyssey.

Next week I'm thinking. <this is post 888 >

EB

I'm going to rent a set of Sennheiser S1 phones. I've got a new boxed set of Merle Haggard that would take me to Oshkosh without a repeat I think. Hey, anybody know, can I take my spillproof battery pack on a commercial flight up there? Do I get with them before I check it so they know what's what??

EB

Well, I brought it home today. Uneventful but slow. I thought those things were supposed to be fast. I think a C-150 would out run my little bird. Aaaaand, that little sucker is a torture chamber after the first 2 or three hours. I don't know if I'll be able to walk tomorrow. Turn that thing loose on the Islamites and the war would be over tomorrow.

8.5 hours enroute, two fuel stops, 5 gal/hr, about 6hrs and 30 minutes flight time. It needs a hunnert horsies. I had about 3 hours dual, I need to get up mornings while it's cool and stay in the pattern for the next couple dozen hours. It's easy to get a rudder PIO going. Pressure is needed, not force. Wheel landings are a good idea in a stiff crosswind, which I had at Stead when I got home. Did I mention I like WIDE runways?

I saw a couple of gliders working the lift around Montague but that's it. There were a few touch and goes at Roseburg but not another airplane to be seen. This thing of ours is dying my friends. Even 10 years ago a clear weekend would have lots of folks in the air. In the '90s I used to stop at Weed or Montague when running North and South on the left coast. The ramps were full. Weed had two ramp rats today and I was the only flight operation up until 3PM local. Sucks.

Geezer gave me a hand prop at Roseburg but I tied the tail and used a couple of pebbles under the tires at Weed. We don't need no stinkin' 'lectric starters!

EB

We don't need no stinkin' 'lectric starters!

lc

I think I speak for the rest of us when I say....We need pictures!
Congratulations on the "new" plane!

You need to turn right back around & fly that thing back up to Scappoose next weekend for the antique club fly-in. Too bad your retrieval trip didn't happen about a week later & you coulda took it in while you were there.

S-12Flyer wrote:I think I speak for the rest of us when I say....We need pictures!
Congratulations on the "new" plane!

I was gonna say it...

I know. I didn't take a single air picture. I'm stupid worthless and no good---- I can take a pichur of it sitting at a tie down at Stead? I really did fly it you know........I need a hands off camera like the DRift 170HD. It's gonna happen.

EB