Request for info on flying an Auster.
Thread Starter
Request for info on flying an Auster.
I have the opportunity to fly an Auster next week. It is well nigh 50 years since I last flew one and naturally have forgotten the essential speeds etc.
I would greatly appreciate if someone could list the take off and landing speeds of the Auster, plus fuel tank capacity and fuel consumption, best gliding speed, flap limit speeds, starting the engine procedure, stall speeds and in fact any general hints on flying the aircraft.
I would greatly appreciate if someone could list the take off and landing speeds of the Auster, plus fuel tank capacity and fuel consumption, best gliding speed, flap limit speeds, starting the engine procedure, stall speeds and in fact any general hints on flying the aircraft.
Hi Mr 'C',
Don't have to worry too much about the fuel - you can see the gauges in the internal wing roots - mechanical gauges / sight glass, so no real problems.
Consumption around 7 gals per hr IF I remember rightly.
Should you have to have the prop 'swung' to start, then a 'rehearsal' with the swinger would be beneficial to you both.
I operate the Tiger Moth with the Gipsy Major, so I guess the Auster is similar.
I flew the original Austers about 40 something years ago, and the last one around 20 yrs ago - and it had a Lycoming!! (There is a god!)
Don't forget the mechanical heel operated brakes.....Unless its been 'modernised'...
Brakes etc, chocks etc, away from other acft for the prop wash etc....
1- Prime the carby till a little run-off occurs - not onto dry grass....
2-Throttle closed, switches OFF, 4 pulls thru in the 'normal direction' of rotation to prime.
3-Throttle WIDE open, switches OFF, 8 pulls 'backwards'.
4-Throttle closed - then 'SET' (About 1/4inch open..) FRONT switch ON, - Impulse mag on front mag only - 'Clear Prop', and your 'prop swinger' Swings the prop - preferably from behind the prop with the left arm, so that he can pull it DOWN sharply, thru the mag impulse point, and is covered by the engine cowls from any further contact with same....
And it should cough into life.
Rear Mag switch -ON
Oil press rising.....
Any signs of fire - OPEN the THROTTLE and 'Suck it thru'...STICK "BACK"....
My 'Tiger' starts first time every time like that.
On applying the power for T/O..LEFT Foot forward - especially as you rotate the stick forward to raise the tail.
Disclaimer - should your Auster have a different engine, then the above may or may not apply.
And apols if all of this sounds very 'basic', but you did ask....
'Rotsa Ruck'..!!
Cheers
Don't have to worry too much about the fuel - you can see the gauges in the internal wing roots - mechanical gauges / sight glass, so no real problems.
Consumption around 7 gals per hr IF I remember rightly.
Should you have to have the prop 'swung' to start, then a 'rehearsal' with the swinger would be beneficial to you both.
I operate the Tiger Moth with the Gipsy Major, so I guess the Auster is similar.
I flew the original Austers about 40 something years ago, and the last one around 20 yrs ago - and it had a Lycoming!! (There is a god!)
Don't forget the mechanical heel operated brakes.....Unless its been 'modernised'...
Brakes etc, chocks etc, away from other acft for the prop wash etc....
1- Prime the carby till a little run-off occurs - not onto dry grass....
2-Throttle closed, switches OFF, 4 pulls thru in the 'normal direction' of rotation to prime.
3-Throttle WIDE open, switches OFF, 8 pulls 'backwards'.
4-Throttle closed - then 'SET' (About 1/4inch open..) FRONT switch ON, - Impulse mag on front mag only - 'Clear Prop', and your 'prop swinger' Swings the prop - preferably from behind the prop with the left arm, so that he can pull it DOWN sharply, thru the mag impulse point, and is covered by the engine cowls from any further contact with same....
And it should cough into life.
Rear Mag switch -ON
Oil press rising.....
Any signs of fire - OPEN the THROTTLE and 'Suck it thru'...STICK "BACK"....
My 'Tiger' starts first time every time like that.
On applying the power for T/O..LEFT Foot forward - especially as you rotate the stick forward to raise the tail.
Disclaimer - should your Auster have a different engine, then the above may or may not apply.
And apols if all of this sounds very 'basic', but you did ask....
'Rotsa Ruck'..!!
Cheers
Last edited by Ex FSO GRIFFO; 25th Dec 2011 at 08:52.
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Spend some time with the aircraft pilot operating handbook, sit in the aircraft before the flight become familiar with the 3 point attitude and location of controls, levers etc.
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Good on you Centaurus!
And don't forget the Auster that got away at Bankstown and took the Navy to dispose of!
And don't forget the Auster that got away at Bankstown and took the Navy to dispose of!
Give Doug Sprigg a call at Arkaroola resort - he owns one and uses it still (if the mousies haven't eaten the spar and Fabric yet.)
Phone: (08) 8648 4848
Fax: (08) 8648 4846
Email: [email protected]
Phone: (08) 8648 4848
Fax: (08) 8648 4846
Email: [email protected]
any general hints on flying the aircraft.
The Auster is the LEAST enjoyable aeroplane I have ever flown. Did my initial tailwheel endorsement in a J5B and towed gliders with same. Also flew J1B and J5F.
Dr
Flown a couple of hundred hours in a combination of C185, 180, Citabria, Decathlon, Chippies and Thrusters.
F%^ing Auster is the only one I've ground looped
...no damage thank heavens. (...then the Hangar doors collapsed in a storm and flattened the f%^&ing thing).
(nb: Technically the "student" ground looped it, but he was taught to fly in Austers in the Army exactly 50 years earlier and I let my guard down
)
F%^ing Auster is the only one I've ground looped
...no damage thank heavens. (...then the Hangar doors collapsed in a storm and flattened the f%^&ing thing).
(nb: Technically the "student" ground looped it, but he was taught to fly in Austers in the Army exactly 50 years earlier and I let my guard down
)
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Austers are easy to fly but they are hard to land. The application of flap involves the bodily functions of a chimpanzee and stalls with full flap and power always result in a sharp wing drop. My J1B had a 28KT stall speed, and one had to plan every landing without use of stick shoving as most nosewheel drivers do normally. Anything but back pressure on the stick is a recipe for disaster. There is no need to stay off the brakes as they are useless anyway.
On take off, one had to judge when to apply forward stick because too soon put down pressure on the mains thus increasing your take off roll from 22 Yards (a cricket pitch), to about 30 yards.
Climb out dictates accurate ASI monitoring as the prior mentioned stall speed and uncomfortable results with power.
They can be refuelled in mid air by opening the door and shoving a hose in the belly tank so a siphon from the drum in the back is possible. Check temperature prior because an overflow will freeze your hand and it is difficult to screw the cap back on. (this is not an approved operation, but who is going to stop you).
My P3 compass was mounted top of the windscreen with a mirror and took a bit of getting used to. Tiger pilotss had it much better in this regard.
Oh, one last thing. Get used to the pre stall buffett, it's the only warning you get. Treat the aircraft with respect and you will enjoy every minute you fly it. Those who openly hate Austers usually had a nasty experience and gave up.
On take off, one had to judge when to apply forward stick because too soon put down pressure on the mains thus increasing your take off roll from 22 Yards (a cricket pitch), to about 30 yards.
Climb out dictates accurate ASI monitoring as the prior mentioned stall speed and uncomfortable results with power.
They can be refuelled in mid air by opening the door and shoving a hose in the belly tank so a siphon from the drum in the back is possible. Check temperature prior because an overflow will freeze your hand and it is difficult to screw the cap back on. (this is not an approved operation, but who is going to stop you).
My P3 compass was mounted top of the windscreen with a mirror and took a bit of getting used to. Tiger pilotss had it much better in this regard.
Oh, one last thing. Get used to the pre stall buffett, it's the only warning you get. Treat the aircraft with respect and you will enjoy every minute you fly it. Those who openly hate Austers usually had a nasty experience and gave up.
Folks,
A a wonderful chap, now long gone, RAF Wing Commander Gordon Carey remarked after he checked me out in Austers many moons ago ( in a teddibly teddibly RAF Officer accent):
In the late '1920s through mid 1930s, Gordon was CFI of the Royal Bengal Flying Club, where young gentlemen presenting themselves to learn to fly brought their own aeroplane ---- flown at that stage, of course, by one of daddy's pilots.
On successful completion of the flying course ( about every two years) said young gentlemen would fly in a gaggle across all the red bits on the map, to RAF Cranwell, to be transformed into RAF officers and gentlemen.
Gordon's other views on Austers was unprintable.
Don't forget, most aircraft have a shock absorbing undercarriage, an Auster has a shock resisting undercarriage.
You can always tell a long time Auster pilot, left arm like a gorilla (from the flap lever) and no fingernails on the right hand (from the exposed gears in the trim handle).
The "ultimate Auster" was the Airdale, a trike U/C and 180HP Lycoming ---- just about doubled the fuel consumption for an increase in speed of not much more than zilch, and if you were not real careful in a x-wind, it would "fall over".
Frank is right, take it real carefully ---- they are flyable ----- if you are a real pilot, not just a spam can driver.
Tootle pip!!
A a wonderful chap, now long gone, RAF Wing Commander Gordon Carey remarked after he checked me out in Austers many moons ago ( in a teddibly teddibly RAF Officer accent):
" You realise, my dear young fellow, that the Auster will never replace the aeroplane".
On successful completion of the flying course ( about every two years) said young gentlemen would fly in a gaggle across all the red bits on the map, to RAF Cranwell, to be transformed into RAF officers and gentlemen.
Gordon's other views on Austers was unprintable.
Don't forget, most aircraft have a shock absorbing undercarriage, an Auster has a shock resisting undercarriage.
You can always tell a long time Auster pilot, left arm like a gorilla (from the flap lever) and no fingernails on the right hand (from the exposed gears in the trim handle).
The "ultimate Auster" was the Airdale, a trike U/C and 180HP Lycoming ---- just about doubled the fuel consumption for an increase in speed of not much more than zilch, and if you were not real careful in a x-wind, it would "fall over".
Frank is right, take it real carefully ---- they are flyable ----- if you are a real pilot, not just a spam can driver.
Tootle pip!!
Oz,
I made no comment about Centaurus, if he or she is a real pilot, whatever Auster he or she will be flying will be no more difficult that it was 50 or so years ago.
As for many "younger" pilots, any tail wheel aircraft seems to present a major challenge, seeing as keeping the "ball in the middle" is a foreign concept, and rudder pedals are not just footrests.
Tootle pip!!
I made no comment about Centaurus, if he or she is a real pilot, whatever Auster he or she will be flying will be no more difficult that it was 50 or so years ago.
As for many "younger" pilots, any tail wheel aircraft seems to present a major challenge, seeing as keeping the "ball in the middle" is a foreign concept, and rudder pedals are not just footrests.
Tootle pip!!
Lead, I can assure you that Centaurus is a 'real pilot', probably more 'real' than you or I could ever hope to be.
My first solo was on an Auster, and most of the above comments are accurate.
And I can't take it any more, it's 'toodle pip'!
My first solo was on an Auster, and most of the above comments are accurate.
And I can't take it any more, it's 'toodle pip'!
Last edited by Captain Dart; 25th Dec 2011 at 05:45.
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Centaurus may well be a "real pilot" but by his own admission
Which makes him non current on type and one can appreciate his special airmanship attributes by asking for some memories by those more current.
The comments offered were done so in the spirit of this engagement.
If his invitation was to solicit comment for ridicule by boofhead spam can drivers I wouldn't have bothered.
It is well nigh 50 years since I last flew one
The comments offered were done so in the spirit of this engagement.
If his invitation was to solicit comment for ridicule by boofhead spam can drivers I wouldn't have bothered.
It is well nigh 50 years since I last flew one and naturally have forgotten the essential speeds etc
I made no comment about Centaurus, if he or she is a real pilot
Merry Christmas all, anyway.
Thread Starter
Thank you, gentlemen for the kind words and invaluable advice. Have had one experience at ground-looping a tail-dragger and that was a pointy wing Hornet Moth at Darwin. Most embarrassing considering I was the instructor. Scraped fabric off the wing tip which wasn't too bad considering we went around and around through at least 360 degrees. Good job Darwin had a very wide runway
I LIKE AUSTERS !
OK, they might be a bit more "tricky" but that's the challenge of aviation isnt it, learning to get a "handle " on something and enjoy the doing of it?
I think its called " keeping yr hand in", and in the Auster case, yr feet as well.
Bush Pilots Airways / "Bushies" had plenty of them pottering around the wilds of Cape York for yonks, and served them very well.
I guess if the bungee u/c had a damper in the system somehow, it might aleviate the "sproing!!" if you touch down too early....or too late.
Currently peddling a J2, 90 hp Cont... hardly pulls the skin off a rice pudding, but its the most idiot-simple, dinky machine with 2 wings.
Its the 'no flaps' bit for a landing...needs a bit of extra drag from somewhere.
Re the Darwin pirouette... If departing off a runway, I always try and land back on the grass..tis said the extra drag on the tail wheel helps.??
So far, so good.
Happy touch downs..... and roll outs for 2012..!
I think its called " keeping yr hand in", and in the Auster case, yr feet as well.
Bush Pilots Airways / "Bushies" had plenty of them pottering around the wilds of Cape York for yonks, and served them very well.
I guess if the bungee u/c had a damper in the system somehow, it might aleviate the "sproing!!" if you touch down too early....or too late.
Currently peddling a J2, 90 hp Cont... hardly pulls the skin off a rice pudding, but its the most idiot-simple, dinky machine with 2 wings.
Its the 'no flaps' bit for a landing...needs a bit of extra drag from somewhere.
Re the Darwin pirouette... If departing off a runway, I always try and land back on the grass..tis said the extra drag on the tail wheel helps.??
So far, so good.
Happy touch downs..... and roll outs for 2012..!
ps...
for Centaurus, original post...
Auster J5/F and Gipsy Major.
Wing tanks 16 gal Imp/72lts a side Use abt 7gal/hr 31 lts
Off the ground at 45-50 kts. Climb at 60 Crz at 90 / 1850 rpm
Down wind at 60. Glide 60-55. Short final 50-55 depending on conditions.
Stall Flaps down 28 kts. Flaps up Stall 36 kts
Short fielder app.. 45-40
THAT Flap handle.... Reach up with the right hand, grab the hand grip and push up slightly but firmly to 'unload' the notch the handle is engaged in.
THEN move the hand grip forward to un-notch the lever, and pull down to the next notch/ flap setting as reqd.
Practice on the ground to get the hang of it, as then the flaps are not "loaded" with the airstream forces.
Have fun...!!
Auster J5/F and Gipsy Major.
Wing tanks 16 gal Imp/72lts a side Use abt 7gal/hr 31 lts
Off the ground at 45-50 kts. Climb at 60 Crz at 90 / 1850 rpm
Down wind at 60. Glide 60-55. Short final 50-55 depending on conditions.
Stall Flaps down 28 kts. Flaps up Stall 36 kts
Short fielder app.. 45-40
THAT Flap handle.... Reach up with the right hand, grab the hand grip and push up slightly but firmly to 'unload' the notch the handle is engaged in.
THEN move the hand grip forward to un-notch the lever, and pull down to the next notch/ flap setting as reqd.
Practice on the ground to get the hang of it, as then the flaps are not "loaded" with the airstream forces.
Have fun...!!