Ahhhh Austerrrrrrrrrr (Merged)
Thread Starter
I hope you Auster lovers had a great Christmas. 
and that the hangovers and indigestion has subsided enough to allow you to look forward to 2004 and loads of flying.
Happy New Year and Happy Austering to you all
and that the hangovers and indigestion has subsided enough to allow you to look forward to 2004 and loads of flying.Happy New Year and Happy Austering to you all
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Oscar - do you have a first flight date for the Rover installation in
HAP? I remember seeing her in the back of the hangar at St. Just circa June 1982 - just wondered if you could add any more?
HAP? I remember seeing her in the back of the hangar at St. Just circa June 1982 - just wondered if you could add any more?
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For some photos etc of Oz Austers, have a look at this website - VH-WWG
Also, for photos of Austers used by the Australian Department of Civil Aviation have a look at the Airways Museum - go to "History", then "Flying Operations", then "Select from an Index of Departmental Aircraft". Lots of other interesting stuff too!
Also, for photos of Austers used by the Australian Department of Civil Aviation have a look at the Airways Museum - go to "History", then "Flying Operations", then "Select from an Index of Departmental Aircraft". Lots of other interesting stuff too!
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Auster AOP9's
Low n Slow.. thanks for replying on the private flying forum!
Hello,
Does anyone on Pprune, have any experience with Auster AOP9’s? I’m thinking of buying one and just wondered if anyone can offer some advice as to what to look for? Is there anywhere particular on the airframe that I need to inspect for corrosion etc? Are there any known ‘problems / snags’ on the aircraft that I need to look out for? Any advice would be very gratefully received.
Many thanks
Grob Driver
Hello,
Does anyone on Pprune, have any experience with Auster AOP9’s? I’m thinking of buying one and just wondered if anyone can offer some advice as to what to look for? Is there anywhere particular on the airframe that I need to inspect for corrosion etc? Are there any known ‘problems / snags’ on the aircraft that I need to look out for? Any advice would be very gratefully received.
Many thanks
Grob Driver
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I thought the AOP9 wasn't available to civvy pilots? In Alex Kimbell's book 'Think Like a Bird' he describes the aeroplane's tendency to lift a wing in the roll-out after a 3-point landing. He cites this as the reason for it not getting civvy approval. Maybe things have changed?
I hope so, because the other things he says about it point to it being a fun machine. He preferred it to the Chipmunk, so if there's even a grain of truth in that it bodes well.
Can I have a go??? (swap you for a Chippy ride).
SSD
I hope so, because the other things he says about it point to it being a fun machine. He preferred it to the Chipmunk, so if there's even a grain of truth in that it bodes well.
Can I have a go??? (swap you for a Chippy ride).
SSD
Gnome de PPRuNe
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13 AOPs currently on the G-reg, 11 of them are AOP.9s. Fairly certain I've seen examples on the hoof at the PFA in the past...
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Re the AOP 9, here’s the quote from ‘Think Like a Bird’:-
“The wheels brushed the grass and the aircraft settled down onto her 3 points without a bump.
It was then that the AOP decided to extract her revenge.
In slow motion, the starboard wing lifted up and decided to fly again, while the port wing remained firmly stalled. I applied full right rudder to stop her from turning, and held the stick hard back. We carried on, with only one main wheel running along the ground and there was absolutely nothing I could do, except watch the port tip as it dipped lower and lower towards the grass. After about 10 seconds, the right wing decided it had had enough flying after all, and just as gently lowered itself back down, until we were rolling along on all 3 wheels again as if nothing had happened.
‘I told you she would bite you sometime’ Mr Summers said. ‘That’s the AOP9’s party trick, and her only vice. They all do it, and it usually happens after a very smooth landing. It is always the starboard wing that picks up, and all you can do is sit there and wait for it to come down again. We’ve had the designers onto it, independent aeronautical experts, engineers – who tried moving the CG – and any number of experienced pilots and no-one can come up with an explanation!’
That characteristic remained with the AOP9 for the length of its service, and when finally retired was the reason why the aircraft was never awarded a civilian C of A, and was unable to join its AOP 3, 5, and 6 predecessors, many of which were given a further lease of life, and indeed are still flying on the civil register today.”
So was this overcome or do AOP9s operate on a permit? I saw one at G-VFWE last summer, but the owner wasn’t around so I couldn’t ask.
SSD
“The wheels brushed the grass and the aircraft settled down onto her 3 points without a bump.
It was then that the AOP decided to extract her revenge.
In slow motion, the starboard wing lifted up and decided to fly again, while the port wing remained firmly stalled. I applied full right rudder to stop her from turning, and held the stick hard back. We carried on, with only one main wheel running along the ground and there was absolutely nothing I could do, except watch the port tip as it dipped lower and lower towards the grass. After about 10 seconds, the right wing decided it had had enough flying after all, and just as gently lowered itself back down, until we were rolling along on all 3 wheels again as if nothing had happened.
‘I told you she would bite you sometime’ Mr Summers said. ‘That’s the AOP9’s party trick, and her only vice. They all do it, and it usually happens after a very smooth landing. It is always the starboard wing that picks up, and all you can do is sit there and wait for it to come down again. We’ve had the designers onto it, independent aeronautical experts, engineers – who tried moving the CG – and any number of experienced pilots and no-one can come up with an explanation!’
That characteristic remained with the AOP9 for the length of its service, and when finally retired was the reason why the aircraft was never awarded a civilian C of A, and was unable to join its AOP 3, 5, and 6 predecessors, many of which were given a further lease of life, and indeed are still flying on the civil register today.”
So was this overcome or do AOP9s operate on a permit? I saw one at G-VFWE last summer, but the owner wasn’t around so I couldn’t ask.
SSD
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I stand to be corrected but believe the AOP9s Blackburn (bombadier)engine has only got single ignition which would also preclude it from holding a civil C.of A. Must be an expert out there who knows the answer.I presume they are operated on CAA permits to fly??.
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Another quick check in G-INFO - yep, those that are flying have a Permit to Fly...
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From memory it was actually that it had twin mag but this came
from one engine drive. This was a 'problem ' with the CAA until it was pointed out that the Cessna Cardinal had a similar set up
and a Cof A. The Aop9 is a permit machine - a friend once had one - I will ask about her flying characteristics!
from one engine drive. This was a 'problem ' with the CAA until it was pointed out that the Cessna Cardinal had a similar set up
and a Cof A. The Aop9 is a permit machine - a friend once had one - I will ask about her flying characteristics!
Thread Starter
tredders would that be a PFA Permit or a CAA Permit? I've been told that the CAA Permit system can be quite onerous as it is predominantly run be bods who don't really understand old light aircraft. Is this really the case or is my friendly engineer being a tad well balanced (chip on both shoulders)?
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Thanks for all the AOP9 replies so far! Keep them coming! As for as maintenance goes… Do aircraft engineers have to be ‘type rated’? Does anyone have any ideas as to what I need to be looking at when I actually find my AOP9?
SSD – If I do buy an AOP9, then of course you can have a trip!
SSD – If I do buy an AOP9, then of course you can have a trip!
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$64 question LowNSlow!
Checked G-INFO on a couple of other types, both Taylor Monoplane G-AXYK and the TFC Hellcat G-BTCC are listed as CofA cateogry "Permit to Fly" but doesn't differentiate futher - presumably 'YK is PFA and 'CC is CAA...
Cheers
Treadders
Checked G-INFO on a couple of other types, both Taylor Monoplane G-AXYK and the TFC Hellcat G-BTCC are listed as CofA cateogry "Permit to Fly" but doesn't differentiate futher - presumably 'YK is PFA and 'CC is CAA...
Cheers
Treadders
As R-D pointed out the AOP 9 has both mags. running off a single drive .The landing characteristics of the -9 are possibly due to a couple of possible areas. IIRC the flaps also droop the ailerons when selected down( as I haven`t got a set of notes and it`s 22 years since I last flew one, I stand to be corrected ), so any slight X-wind, or a bit of aileron can induce one side to the stall, and a wing drop. The other area is the U/C which has oleos, not bungees ( again going from memory!) and these can on landing sort of collapse, not necessarily together, but slowly. As one collapses, the steering geometry is changed ( like a car with a flat) so it can head for the bushes. Putting on aileron to p/u a down-going wing aggravates the whole thing; fortunately it`s not too serious , but is a great "leveller" ( no pun! ) for pilots of all experience levels.
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Hello Grob Driver
All AOP 9's are on CAA permits. They have to be renewed every year, so the CAA gets three cheques instead of one!
The reason why they are on Permits rather than a full C of A is because they never gained civilian type approval as they were designed purely for the military. Generally speaking if a type is ex military it will get a permit, unless the type has previously appeared on the reg with a C of A.
In theory you could apply for type approval for the AOP 9. But one there would not be much point and two it would be horrifically expensive.
I think the AOP 9 is maintained on LAMs but that’s just a guess, as it might be on a approved ex military schedule.
Be aware that the Permit will place certain restrictions on the operation of the aircraft, and in the case of the AOP 9 you are not allowed to fly over built up areas or at night.
The engine (Bombardier) is 'on-condition' so no fixed overhaul life, providing compressions remain good it can carry on in service. I would think you are looking at 8 to 10 galls an hour though.
Another thing to bare in mind is there is no electric starter fitted, so it's a hand swing job, not unless you have a stash of cartridges somewhere and are brave enough to use them
I was looking at getting one a while back, but most of the owners I spoke to wanted to hang on to them. Of the thirteen on the reg, there are only about 5 or 6 flying and one of those belongs to the Army.
I gave up in the end and bought a J5/F instead.
Having said that I did no of a 'potential share' in one based in the East Midlands. PM me if you are interested, and I will pass the details on to you. Or if you are Tollerton way next Monday drop in as I will be in the hangar putting G-AMTA back together (had a bit of a fuel leak)
All AOP 9's are on CAA permits. They have to be renewed every year, so the CAA gets three cheques instead of one!
The reason why they are on Permits rather than a full C of A is because they never gained civilian type approval as they were designed purely for the military. Generally speaking if a type is ex military it will get a permit, unless the type has previously appeared on the reg with a C of A.
In theory you could apply for type approval for the AOP 9. But one there would not be much point and two it would be horrifically expensive.
I think the AOP 9 is maintained on LAMs but that’s just a guess, as it might be on a approved ex military schedule.
Be aware that the Permit will place certain restrictions on the operation of the aircraft, and in the case of the AOP 9 you are not allowed to fly over built up areas or at night.
The engine (Bombardier) is 'on-condition' so no fixed overhaul life, providing compressions remain good it can carry on in service. I would think you are looking at 8 to 10 galls an hour though.
Another thing to bare in mind is there is no electric starter fitted, so it's a hand swing job, not unless you have a stash of cartridges somewhere and are brave enough to use them
I was looking at getting one a while back, but most of the owners I spoke to wanted to hang on to them. Of the thirteen on the reg, there are only about 5 or 6 flying and one of those belongs to the Army.
I gave up in the end and bought a J5/F instead.
Having said that I did no of a 'potential share' in one based in the East Midlands. PM me if you are interested, and I will pass the details on to you. Or if you are Tollerton way next Monday drop in as I will be in the hangar putting G-AMTA back together (had a bit of a fuel leak)
Thread Starter
I was offered an AOP9 once. It was lying in the back of the hangar at Withybush International. Apparently it was "free" to anybody who would take it away and pay the outstanding hangarage fees. I didn't have anywhere to store it so I declined. FOOL, LowNSlow, FOOL I SAY 
How about the contributors to this thread bringing their Austers to a fly-in? I've never been to Eggesford which hosts the largest gaggle of based Austers I know about. Any more suggestions / offers anyone?
How about the contributors to this thread bringing their Austers to a fly-in? I've never been to Eggesford which hosts the largest gaggle of based Austers I know about. Any more suggestions / offers anyone?
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LowNslow,
There were a goodly collection of Austers at Kemble for the Great Vintage fly in. Also quite a few at the Daffodil Fly in at Turweston. I think the GVAF is back at Kemble again and fairly sure that the VAC are doing the Daffy again so how's about them.
Our beast is again being fractious, which is typical whenever I get time to fly the thing it goes bung on me
Still hopefully we'll get it sorted for the summer!
There were a goodly collection of Austers at Kemble for the Great Vintage fly in. Also quite a few at the Daffodil Fly in at Turweston. I think the GVAF is back at Kemble again and fairly sure that the VAC are doing the Daffy again so how's about them.
Our beast is again being fractious, which is typical whenever I get time to fly the thing it goes bung on me
Still hopefully we'll get it sorted for the summer!
Thread Starter
Windy M when is the daffodil fly-in? I get home on 2nd March so if it's the weekend after I could be able to make it.
Any other suggestions out there from the Austering community? All others are welcome to contribute too
Any other suggestions out there from the Austering community? All others are welcome to contribute too
