Auster on a permit (Merged)
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Have you asked Chris Harrison? (ex-Shotteswell, CAE and now Gippsiland in Aus last time I looked)
Or the other Auster nuts in Devon at Eggesford such as Martin Robinson?
Or the other Auster nuts in Devon at Eggesford such as Martin Robinson?
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Talk to Richard Webber at Eggesford. He will prob be able to point you. Try giving Nigel Skinner a ring at Eggesford, using the contact details at www.devonstrut.co.uk
Belated thanks
Thanks for the replies people.
Mark1 the O-200 would only give the same power as the Cirrus (100 hp) or maybe 130 hp with the O-240 from the Aerobat. The most common conversion is the Lycoming O-320 of 150hp but this requires, in addition to the obvious items like engine mountings, cowlings and prop, new rear wing struts and a replacement of the rudder and fin. Total cost including engine is around £20k.
MVFlyer the skycraft prop is for a Gipsy engine unfortunatley, they have a wooden Cirrus prop but it is screwed to their front desk as it is unserviceable.
BlueRobin Chris offered me a prop about a year ago but I was dumb enough to think that I didn't need it. Any idea who he sold it to?
QDM x 3 I've been in touch with the chaps at Eggesford and they are rooting around in their stocks to see what they have. One suggestion they had was to buy a new Hoffman prop as getting a Fairey Reid re-pitched has cost one of the chaps down there £1,200 which was about 4 times what they had been originally quoted by the very people who I was going to take mine to. Apparently the old chap who specialised in F-R props at this establishment has retired and the current employees don't like spending the time required to set them up. Basically they can process three or four conventional props (PA-28 for example) in the time it takes to do mine. For those unfamiliar with the F-R prop, it is basically bent from a single piece of steel rather than machined from a forging. This means that there are a pair of circular blocks which go between the crankshaft backplate, and the spinner backplate sandwiching the bent metal between. A bizarre arrangement that could only have been a British design!!!
Mark1 the O-200 would only give the same power as the Cirrus (100 hp) or maybe 130 hp with the O-240 from the Aerobat. The most common conversion is the Lycoming O-320 of 150hp but this requires, in addition to the obvious items like engine mountings, cowlings and prop, new rear wing struts and a replacement of the rudder and fin. Total cost including engine is around £20k.
MVFlyer the skycraft prop is for a Gipsy engine unfortunatley, they have a wooden Cirrus prop but it is screwed to their front desk as it is unserviceable.
BlueRobin Chris offered me a prop about a year ago but I was dumb enough to think that I didn't need it. Any idea who he sold it to?
QDM x 3 I've been in touch with the chaps at Eggesford and they are rooting around in their stocks to see what they have. One suggestion they had was to buy a new Hoffman prop as getting a Fairey Reid re-pitched has cost one of the chaps down there £1,200 which was about 4 times what they had been originally quoted by the very people who I was going to take mine to. Apparently the old chap who specialised in F-R props at this establishment has retired and the current employees don't like spending the time required to set them up. Basically they can process three or four conventional props (PA-28 for example) in the time it takes to do mine. For those unfamiliar with the F-R prop, it is basically bent from a single piece of steel rather than machined from a forging. This means that there are a pair of circular blocks which go between the crankshaft backplate, and the spinner backplate sandwiching the bent metal between. A bizarre arrangement that could only have been a British design!!!
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Low, I don't know Chris's current situation (permanently in Oz or to-ing and fro-ing between there and here) but iirc it is Chris who has AJRB based next door at our neighbours. Said neighbour could put you in touch.
Of course, if Austers were ever to go over to permit, or EASA came up with a LSA category, you could put a different prop on your aircraft. I hear Chris Lodge does some nice wooden ones. With vintage aircraft, I can't see the logical reason for staying CofA and indeed it can preferable comparitively to go PFA Permit due to less restrictive stranglehold on approved bits. How many certified aircraft at Shuttleworth eh?
Of course, if Austers were ever to go over to permit, or EASA came up with a LSA category, you could put a different prop on your aircraft. I hear Chris Lodge does some nice wooden ones. With vintage aircraft, I can't see the logical reason for staying CofA and indeed it can preferable comparitively to go PFA Permit due to less restrictive stranglehold on approved bits. How many certified aircraft at Shuttleworth eh?
BlueRobin if you could leave a message for Chris to contact me (he knows my real ID) I would be very grateful.
There is a wonderful range of props out there. I know of a guy who fitted an Italian prop (the make escapes me right now) to his L4 Cub and it decreased his takeoff roll, increased his climb rate AND increased his cruise. They are a composite core with a wooden blade and they act like a variable pitch prop, but obviously over a much smaller range, due to torsional effects within the core or something like that anyway!
Unfortunately the wrangling over the orphan Austers continues with no end in sight right now. One potential course is to put them on a CAA Permiit to Fly which is what the likes of the Shuttleworth Spit and Hurri are on. It's potentially financially disastrous for guys like me and would result in most Austers being dumped as virtually worthless. The best course would be to let them go onto a PFA Permit as you say but since when did logic have a place in the machinations of the CAA? Personally I think the PFA would be the best home for all non-IFR SEP's with an appropriate increase in funding but that isn't going to happen anytime soon.......
There is a wonderful range of props out there. I know of a guy who fitted an Italian prop (the make escapes me right now) to his L4 Cub and it decreased his takeoff roll, increased his climb rate AND increased his cruise. They are a composite core with a wooden blade and they act like a variable pitch prop, but obviously over a much smaller range, due to torsional effects within the core or something like that anyway!
Unfortunately the wrangling over the orphan Austers continues with no end in sight right now. One potential course is to put them on a CAA Permiit to Fly which is what the likes of the Shuttleworth Spit and Hurri are on. It's potentially financially disastrous for guys like me and would result in most Austers being dumped as virtually worthless. The best course would be to let them go onto a PFA Permit as you say but since when did logic have a place in the machinations of the CAA? Personally I think the PFA would be the best home for all non-IFR SEP's with an appropriate increase in funding but that isn't going to happen anytime soon.......
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Originally Posted by LowNSlow
The best course would be to let them go onto a PFA Permit
Perhaps LowNSlow should make his feelings known to the Club. If a unified voice could be presented to the CAA, a change to a PFA permit would be possible in the same way the ARV's were changed.
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Austers
it's all down to a select few club members who wish to retain the right to fly IFR and for training. plus certain others who have a vested interest in the spares and sums of money they fetch.
All this for a little old rag taildragger
it's all down to a select few club members who wish to retain the right to fly IFR and for training. plus certain others who have a vested interest in the spares and sums of money they fetch.
All this for a little old rag taildragger
[QUOTE
All this for a little old rag taildragger[/QUOTE]
MVF. Little old rag taildragger ??!
You're talking about the one I love !!
Did one of my first ever flights in 1957( yes !1957) in a J2 G-AIJK from Leicester East (Stoughton) to Rearsby and back.
Ah,the pure nostalgia ! Don't blow the memory !
BTW, LowAnSlow, have you thought of ringing Ron Neal at Leicester ?
Sleeve.
All this for a little old rag taildragger[/QUOTE]
MVF. Little old rag taildragger ??!
You're talking about the one I love !!
Did one of my first ever flights in 1957( yes !1957) in a J2 G-AIJK from Leicester East (Stoughton) to Rearsby and back.
Ah,the pure nostalgia ! Don't blow the memory !
BTW, LowAnSlow, have you thought of ringing Ron Neal at Leicester ?
Sleeve.
Sleeve Wing I haven't called Ron Neal yet.
Agree with everybody's comments on the CofA issue. I have spoken to the Auster Club and suggested that they polled the members so that all sides are represented. It wasn't felt that this would be a good idea as it would carry no weight with the CAA. Apparently it is the CAA that is encouraging the use of another company to take ownership of the Auster designs so that the exisiting CofA situation remains.
Agree with everybody's comments on the CofA issue. I have spoken to the Auster Club and suggested that they polled the members so that all sides are represented. It wasn't felt that this would be a good idea as it would carry no weight with the CAA. Apparently it is the CAA that is encouraging the use of another company to take ownership of the Auster designs so that the exisiting CofA situation remains.
Last edited by LowNSlow; 14th May 2006 at 04:34.
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Originally Posted by LowNSlow
Apparently it is the CAA that is encouraging the use of another company to take ownership of the Auster designs so that the exisiting CofA situation remains.
If it is expensive to run the Auster now, think how much more it will cost also to financially support a Design Authority. If the majority of Auster owners do not want this, they need to act NOW.
Last edited by Jodelman; 13th May 2006 at 21:42.
More importantly, a ballot would have no influence on the CAA's decision, because if they can find someone to take on responsibility for the type, they are prohibited from issuing a permit and legally obliged to grant a C of A. [ANO Article 9A(1)(b)].
As regards the Air Atlantique type rumours, we do know that the CAA have done the rounds of all the likely candidates for taking over the TC, but there is no confirmation of definite interest from any of the more obvious names.
The above is an exerpt from an email from the Auster Club which implies that the CAA are legally obliged to try to find a candidate for maintaining the Type Certificate.
The CAA did once indicate that the owners could be involved in the decision process regarding which permit the aircraft go on (CAA or PFA) but this was never confirmed and the person concerned has since retired. Since EASA has removed the requirement for a CofA test flight the CAA Permit would provide work for their inspectors and test pilots or am I just being cynical?
As regards the Air Atlantique type rumours, we do know that the CAA have done the rounds of all the likely candidates for taking over the TC, but there is no confirmation of definite interest from any of the more obvious names.
The above is an exerpt from an email from the Auster Club which implies that the CAA are legally obliged to try to find a candidate for maintaining the Type Certificate.
The CAA did once indicate that the owners could be involved in the decision process regarding which permit the aircraft go on (CAA or PFA) but this was never confirmed and the person concerned has since retired. Since EASA has removed the requirement for a CofA test flight the CAA Permit would provide work for their inspectors and test pilots or am I just being cynical?
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Auster prop
Hi
I would also suggest contacting Chris Harrison. Although he is in Aus I think he still has spares in the UK.
His email is : [email protected]
Capt Lew
I would also suggest contacting Chris Harrison. Although he is in Aus I think he still has spares in the UK.
His email is : [email protected]
Capt Lew
Thanks for the info and the pm's chaps.
BlueRobin I think they are justifiably terrified of being forced to onto a CAA Permit rather than a PFA Permit as am I. It seems more and more unlikely that a DA will be found and we will end up on a Permit of some kind so all the guys who wanted to retain the C of A for training etc are still going to end up stuffed.
BlueRobin I think they are justifiably terrified of being forced to onto a CAA Permit rather than a PFA Permit as am I. It seems more and more unlikely that a DA will be found and we will end up on a Permit of some kind so all the guys who wanted to retain the C of A for training etc are still going to end up stuffed.
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The rest of the Condor breed including mine moved to the PFA recently, and I found the CAA (Kevin Russel) informative and helpful during the process, and gave me the impression that the CAA were more than happy for the PFA to take over the orphans subject to no objections from any owners.