Ahhhh Austerrrrrrrrrr (Merged)
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I was wandering about Hayling last weekend when G-TENT (ex-'KJU, TW513) flew over out of Goodwood. Was rather poignant, since the father of the charming lady I was with owned one at 'Bushe in the sixties, and unfortunately perished in it in '63.
A day later I got a good look at TW467 ('NIE) at Duxford in ARC's hangar. Really spartan, but fun-looking.
I recall helping Mr Horridge push an Auster tug out of the hangar at Lasham when the tailwheel stuck in the door travel slot and fell off.
cheers
A day later I got a good look at TW467 ('NIE) at Duxford in ARC's hangar. Really spartan, but fun-looking.
I recall helping Mr Horridge push an Auster tug out of the hangar at Lasham when the tailwheel stuck in the door travel slot and fell off.
cheers
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A couple more pics.
Some might be off thread, but still interesting, I hope!!!
Beagle A61 Terrier, Blackbush 1971
Next best thing to an Auster IMHO!
Mabel, Blackbush 1971
Mabel, Blackbush 1970
Mabel, On C of A, Blackbush May 1971
Prospector EP9, Blackbush 1972
Some might be off thread, but still interesting, I hope!!!
Beagle A61 Terrier, Blackbush 1971
Next best thing to an Auster IMHO!
Mabel, Blackbush 1971
Mabel, Blackbush 1970
Mabel, On C of A, Blackbush May 1971
Prospector EP9, Blackbush 1972
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Rossco,
Here is an Advert from 1944 re Auster Taylorcraft.
You will see that Austers were built and tested like real aeroplanes
Not by guestimates like the " Wooden Barges"
Here is an Advert from 1944 re Auster Taylorcraft.
You will see that Austers were built and tested like real aeroplanes
Not by guestimates like the " Wooden Barges"
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A technical question if I may ?
Ref: the factory modification of Autocrats to J1/N spec. With the larger major engine and fin / rudder.
What was the reason for the increased fin / rudder size. Was it because of the increased HP or more to do with the increased weight up front and the moment arm this created (spin recovery etc.) or something completely different.
Cheers 02
Ref: the factory modification of Autocrats to J1/N spec. With the larger major engine and fin / rudder.
What was the reason for the increased fin / rudder size. Was it because of the increased HP or more to do with the increased weight up front and the moment arm this created (spin recovery etc.) or something completely different.
Cheers 02
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Having been a student and later an instructor at the London School of Flying at Elstree during the mid sixties, when it was a Ministry approved commercial Flying School, as well as a flying club, I had always been under the impression that the Auster J1N, G-AGXT was the one involved in the Setty affair.
Just checked my log book in which I see that this was the first Auster I flew on midsummers day, 1965. The late Brian Johns was my instructor.
David Ogilvy was the Pricipal and John Schooling, the CFI.
At that time, Air Schools was owned by British Midland Airways, formerly, Derby Airways. They had only recently vacated Burnaston and kept certain stores functions there for several years afterwards.
The fleet at Elstree at that time consisted of several, I think seven, Chipmunks, three Austers and an Apache, which had recently replaced an Avro 19. There were a couple of Magisters in the hangar, which had been operated by the school and the late Tubby Simpson was looking after the Spitfire which was owned and operated by Tim Davies.
Somebody has posted the thought that 'if you could fly an Auster, you could fly anything'.
I heard that 'if you could land an Auster you couldn't land anything else and vice-versa'
I tend to concur with the latter!
Now the Chipmunk...aah de Havilland.
Happy days indeed.
Just checked my log book in which I see that this was the first Auster I flew on midsummers day, 1965. The late Brian Johns was my instructor.
David Ogilvy was the Pricipal and John Schooling, the CFI.
At that time, Air Schools was owned by British Midland Airways, formerly, Derby Airways. They had only recently vacated Burnaston and kept certain stores functions there for several years afterwards.
The fleet at Elstree at that time consisted of several, I think seven, Chipmunks, three Austers and an Apache, which had recently replaced an Avro 19. There were a couple of Magisters in the hangar, which had been operated by the school and the late Tubby Simpson was looking after the Spitfire which was owned and operated by Tim Davies.
Somebody has posted the thought that 'if you could fly an Auster, you could fly anything'.
I heard that 'if you could land an Auster you couldn't land anything else and vice-versa'
I tend to concur with the latter!
Now the Chipmunk...aah de Havilland.
Happy days indeed.
Thread Starter
Oscar Deuce I think it was to counteract the greater torque of the larger engine but am open to correction by anyone who actually knows!
boris the only thing I've landed since taking up Austering was a Tiger Moth and that seemed to go OK. Same old dodgy British ailerons I suppose Must go and see if I can still land a Cessna 
boris the only thing I've landed since taking up Austering was a Tiger Moth and that seemed to go OK. Same old dodgy British ailerons I suppose
Must go and see if I can still land a Cessna
Just another number
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I flew Auster Aiglet G-AMTE in March 1965 at Carlisle. The nstructors name was Davico. Does anyone know if either the aircraft or instructor where involved in the fatal wake turbulence acident at Carlisle (behind a C-130 I believe)?
Airclues
Airclues
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Amusingly a good friend of mind has this afternoon acquired an interesting garden ornament an Auster 6 flown by another friend who rather literally took up his offer to land in his 330 yard front garden and have a babeque and a dip in the pool.The offer was meant for the summer and todays attempt resulted in a very short landing and the aeroplane up to its axles fortunately no damage.Said aeroplane is now sitting outside his garage hosed off awaiting a strong drying wind!!!.Tough old birds these Austers.
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Auster v MMMmmmiles Messenger
A bit of protracted, friendly banter yesterday culminated in a STOL demonstration by a good mate of mine.
He decided to pay me a visit and landed his Auster in my front garden. Nicely done - I never got around to trying it in the Messenger (never had the bottle or the skills more like...)
We are now hoping for a good frost as opposed to the 2 months that it will probably take to dry out sufficiently for him to get it out again!
I reckon my place will be a major turning point now - I can just imagine the double-takes from the local club fliers. How the @u@k did that get there??
Er - no - don't try to extract the details from me - I would only confess under torture or 'the influence'.
We need more characters like this in aviation - hurrah!
HP
He decided to pay me a visit and landed his Auster in my front garden. Nicely done - I never got around to trying it in the Messenger (never had the bottle or the skills more like...)
We are now hoping for a good frost as opposed to the 2 months that it will probably take to dry out sufficiently for him to get it out again!
I reckon my place will be a major turning point now - I can just imagine the double-takes from the local club fliers. How the @u@k did that get there??
Er - no - don't try to extract the details from me - I would only confess under torture or 'the influence'.
We need more characters like this in aviation - hurrah!
HP
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Unique Auster..
Our family has just acquired a rather unique Auster project. G-AHAP. The former Vic Bellamy Autocrat, fitted with a Rover 3.5 V8 engine.
Check out our web pages for some pics:
http://mysite.freeserve.com/rover_auster
We are currently looking for any info on this conversion, and history of the airframe.
Our family has just acquired a rather unique Auster project. G-AHAP. The former Vic Bellamy Autocrat, fitted with a Rover 3.5 V8 engine.
Check out our web pages for some pics:
http://mysite.freeserve.com/rover_auster
We are currently looking for any info on this conversion, and history of the airframe.
Thread Starter
Oscar Deuce is this the Auster project that Maurice Kirk was advertising in PF and elsewhere?
Most people seem to have settled for direct drive when converting car engines in the past. As the Rover V8 "only" developed 150hp at around 5,500rpm, I wonder how many hp were being generated at a prop rpm of 2,500 - 3,000? Nowadays there must be a greater number of gearboxes or belt drives which can be used under a PFA Permit (AP is on a PFA Permit isn't it???)
Good luck with the project.
PS when she's back up and running we should find out if G-AHAN is still current. Then we could park it between your G-AHAP and my G-AHAM
PPS I've just looked through the list of attendees at the PFA Rally 2002 and G-AHAN is a Tiger Moth whish is based in White Waltham. Anybody out there now the owner??
Most people seem to have settled for direct drive when converting car engines in the past. As the Rover V8 "only" developed 150hp at around 5,500rpm, I wonder how many hp were being generated at a prop rpm of 2,500 - 3,000? Nowadays there must be a greater number of gearboxes or belt drives which can be used under a PFA Permit (AP is on a PFA Permit isn't it???)
Good luck with the project.
PS when she's back up and running we should find out if G-AHAN is still current. Then we could park it between your G-AHAP and my G-AHAM
PPS I've just looked through the list of attendees at the PFA Rally 2002 and G-AHAN is a Tiger Moth whish is based in White Waltham. Anybody out there now the owner??
Last edited by LowNSlow; 10th Feb 2003 at 18:56.
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LownSlow
Yes, we acquired AHAP from the man Kirk. (A real aviaiton nut).
She's a stock Autocrat from the firewall back (except a battery where the rear bench would be).
The conversion was done very well. With an oil cooler, numerous temp senders, twin luminition electronic ignition (only single plugs) and an aircraft carb with a mixture control and a heat box off the exhaust stub. The engine appears to be mounted on the original minor mount as well, although the thrust line is lower, driving off the crank.
There was a belt reduction unit available in the states for this engine (Buick 215, before Rover bought the tooling). But this is long out of produciton as the engines where last produced in 1967 over there. So the plan is to design and build one ourselves. With some minor work the engine it will produce 140 to 180 hp at 3500 to 5000 rpm. Although max torque is @ 4000 rpm.
Other than that it's a complete strip and rebuild for everything behind. Although this may not be in keeping with the original Autocrat. i.e. possibly a larger fin/rudder and even beagle fillet. We are also looking at what to do about fuel tanks, as she's only fitted with the firewall tank. Options being belly or wings ?. But all this will have to go before the PFA.
More pics on the web site tommorow, showing current engine details before we remove it. We will then update it as the restoration unfolds.
We will be keeping the original registration. It's her history after all. I just hope other Auster owners don't shun us for being different...
Yes, we acquired AHAP from the man Kirk. (A real aviaiton nut).
She's a stock Autocrat from the firewall back (except a battery where the rear bench would be).
The conversion was done very well. With an oil cooler, numerous temp senders, twin luminition electronic ignition (only single plugs) and an aircraft carb with a mixture control and a heat box off the exhaust stub. The engine appears to be mounted on the original minor mount as well, although the thrust line is lower, driving off the crank.
There was a belt reduction unit available in the states for this engine (Buick 215, before Rover bought the tooling). But this is long out of produciton as the engines where last produced in 1967 over there. So the plan is to design and build one ourselves. With some minor work the engine it will produce 140 to 180 hp at 3500 to 5000 rpm. Although max torque is @ 4000 rpm.
Other than that it's a complete strip and rebuild for everything behind. Although this may not be in keeping with the original Autocrat. i.e. possibly a larger fin/rudder and even beagle fillet. We are also looking at what to do about fuel tanks, as she's only fitted with the firewall tank. Options being belly or wings ?. But all this will have to go before the PFA.
More pics on the web site tommorow, showing current engine details before we remove it. We will then update it as the restoration unfolds.
We will be keeping the original registration. It's her history after all. I just hope other Auster owners don't shun us for being different...
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Knowing 'Vic' Bellamy as I did. I know that he would have been more than a little amused that he has yet again been given another name to go with the many he had unwittingly been given over the years. I am sure 'Vic' has been used before but his name is VIV Bellamy. Much decorated, and known the world over. A superb pilot, and a man who stood tall in aviation.
Thread Starter
Oscar Deuce with a lovely sounding V8 up front AP is never going to be a standard Auster so to Hell with the purists, incorporate all the mods you can to make her a more comfortable and practical machine
AM is one of the few Autocrats that didn't get "upgraded" to J1/N standard with a Gipsy engine and a big tail and I intend to let her stay like that. This is for two reasons:
1/ Until the engine goes pop it's cheaper to do this.
2/ I like her the way she is.
When the Cirrus departs this mortal coil I hope to re-engine her with a WAM 120 diesel thus keeping the nose shape, improving the climb rate and doubling the range, CAA permitting of course. Until then, finances dictate a staus quo situation (God that sounds so Corporate-Speak ).
PS I kept reading Dr. Kirk's ads and there was a little voice in the back of my head saying "buy it, buy it". Unfortunately my wife was in the front of my head saying "new kitchen, new kitchen".
PPS I'd love to see the Rover installation before you take it apart.
AM is one of the few Autocrats that didn't get "upgraded" to J1/N standard with a Gipsy engine and a big tail and I intend to let her stay like that. This is for two reasons:
1/ Until the engine goes pop it's cheaper to do this.
2/ I like her the way she is.
When the Cirrus departs this mortal coil I hope to re-engine her with a WAM 120 diesel thus keeping the nose shape, improving the climb rate and doubling the range, CAA permitting of course. Until then, finances dictate a staus quo situation (God that sounds so Corporate-Speak
).PS I kept reading Dr. Kirk's ads and there was a little voice in the back of my head saying "buy it, buy it". Unfortunately my wife was in the front of my head saying "new kitchen, new kitchen".
PPS I'd love to see the Rover installation before you take it apart.
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LownSlow
I will be putting some pics of the engine on the web site after this posting. 'Viv Bellamy' as I have now been corrected did a very good job, although direct drive.
I didn't go out looking for such a different project. I just wanted an Auster. I mainly bought this one because it had been transfered to a PFA permit and was complete and intact. I am now comparing the Rover cost and practicality against what everyone else is telling me, which is 'drop in an 0320 / 0360'.
So you fancy a Wam 120 at some point. A lovely idea with a c/s prop. But thats about £ 15K isn't it, how will you get that past the wife...
I will be putting some pics of the engine on the web site after this posting. 'Viv Bellamy' as I have now been corrected did a very good job, although direct drive.
I didn't go out looking for such a different project. I just wanted an Auster. I mainly bought this one because it had been transfered to a PFA permit and was complete and intact. I am now comparing the Rover cost and practicality against what everyone else is telling me, which is 'drop in an 0320 / 0360'.
So you fancy a Wam 120 at some point. A lovely idea with a c/s prop. But thats about £ 15K isn't it, how will you get that past the wife...
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Captain Airclues and Aerohack
The unfortunate accident to which you refer at Carlisle did not have Davico as the pilot. (Sorry I can't remember his first name, we called him Captain.) As far as I know the pilot was Tony Cosimini, who was deputy CFI when I learned to fly there in April/May 1966, on Terriers GASCH and GASMZ, and the aircraft was a Cherokee.
The unfortunate accident to which you refer at Carlisle did not have Davico as the pilot. (Sorry I can't remember his first name, we called him Captain.) As far as I know the pilot was Tony Cosimini, who was deputy CFI when I learned to fly there in April/May 1966, on Terriers GASCH and GASMZ, and the aircraft was a Cherokee.
Thread Starter
Oscar Deuce a WAM120 at £15k, have you seen the price of rebuilding a Cirrus I was quoted a minimum of £10k - £15k to rebuild one. OK that was a rebuild by one of the best if not THE best in the Vintage Engine world. However, if the crank is beyond regrinding, add another £2-£3k. This means it boils down to one of three choices:
1. Maintain originality and rebuild the Cirrus
2. Stay low tech and fit a Lycoming 0-320
3. Move into the 21st Century and fit a WAM 120 (assuming the CAA will let me) and run on really cheap fuel.
Personally, if the Rover is putting out around 100hp at the revs it currently runs at, why change it? I'd rather have 8 cylinders doing the work instead of 4. Also, Rover bits are considerably cheaper than Lycoming and miles cheaper than Cirrus/Gipsy parts. Don't forget, "dropping in an O-320/360" is going to cost you a minimum of £4k for the engine plus another grand or so for the cowlings, mountings etc. Then you end up with an Auster with an endurance of around 2 hours (at 6 ish gallons / hour and a 15 gallon tank). At the end of all this palaver, you'll end up with an aeroplane worth £12k tops.........
PS Once she-who-must-be-obeyed has her kitchen etc, the heat will be off Hopefully the Cirrus is good for another 10 years given the number of hours I fly per year..........
I was quoted a minimum of £10k - £15k to rebuild one. OK that was a rebuild by one of the best if not THE best in the Vintage Engine world. However, if the crank is beyond regrinding, add another £2-£3k. This means it boils down to one of three choices:1. Maintain originality and rebuild the Cirrus
2. Stay low tech and fit a Lycoming 0-320
3. Move into the 21st Century and fit a WAM 120 (assuming the CAA will let me) and run on really cheap fuel.
Personally, if the Rover is putting out around 100hp at the revs it currently runs at, why change it? I'd rather have 8 cylinders doing the work instead of 4. Also, Rover bits are considerably cheaper than Lycoming and miles cheaper than Cirrus/Gipsy parts. Don't forget, "dropping in an O-320/360" is going to cost you a minimum of £4k for the engine plus another grand or so for the cowlings, mountings etc. Then you end up with an Auster with an endurance of around 2 hours (at 6 ish gallons / hour and a 15 gallon tank). At the end of all this palaver, you'll end up with an aeroplane worth £12k tops.........
PS Once she-who-must-be-obeyed has her kitchen etc, the heat will be off
Hopefully the Cirrus is good for another 10 years given the number of hours I fly per year..........
Thread Starter
I was re-reading January's Flyer last night, in particular the article on Eggesford airfield. FLYER claims that Richard Webber's J/1 Autocrat is the only one in the country.
Anybody else got one as well as me ??
Must get down to this Auster haven / heaven this summer.
QDM x 3 Is that your SuperCub peeking out of the hangar?
PS According to G-INFO there are 28 Autocrats on the British Register, 25 have the original Cirrus, Oscar Deuce's has a Rover V8, there is also a J1/S with a Gipsy Major and a J/1 (Modified) with a Lycoming 0-320.
Does anybody know what the difference between a J/1S and a J1/N is as they both have Gipsy Majors???
Anybody else got one as well as me ??
Must get down to this Auster haven / heaven this summer.
QDM x 3 Is that your SuperCub peeking out of the hangar?
PS According to G-INFO there are 28 Autocrats on the British Register, 25 have the original Cirrus, Oscar Deuce's has a Rover V8, there is also a J1/S with a Gipsy Major and a J/1 (Modified) with a Lycoming 0-320.
Does anybody know what the difference between a J/1S and a J1/N is as they both have Gipsy Majors???