Anyone have experience of operating an Auster either as group or sole owner.
Advice on operating costs and experience appreciated.
Mike
Auster
Moderators: John Dean, Moderator
I ran a Beagle Terrier (Auster T9) for a few years.
The first point is which Auster? Apart from the issue that no two are actually identical there is a huge spread in weight/power/cost/spares availability/age/equipment/seats etc
If you're looking at the two seaters then I would suggest the Lycoming or continental engined ones are a better bet - anything with a Cirrus Minor engine will need a good spares package to remain usable.
The generally 3 seaters with Gipsys still vary quite a lot. The lighter ones can be quite pleasant to fly, the heavier or short span ones less so.
Expect 90kts and 7 to 8 gal/hr plus at least 0.5pt of oil. It must have 'the ring mod' - which is an 'oil scavenge piston ring' which gets the oil consumption down to these levels. Otherwise it can be up to 2 pts! The write up in the recent LAA mag on the AOP6 is pretty accurate in terms of the handling of the larger ones. They have ailerons but they don't do much.
The last ones with large Lycoming engines (J1/U and D series) are quite different and really fly a bit like trucks.
Most of the bits are available and now on a permit the formerly inflated prices are less evident. The Gipsy needs to be treated sympathatically and if it is should be reliable. It does however shake itself to pieces so expect to get the cowls off every 10 hours and tighten everything up - and that includes cylinder head, rocker shafts, manifolds and all the linkages. If that is done then it is quite a good engine to operate. Make sure the aircraft comes with all the correct manuals - the details changed significantly over time and you really need the latest/last engine manual and a good knowledge of the mod state of your engine - otherwise all maintenance will take ages as you try and sort out what your engine actually has and what bits you need.
The airframe is simple - the left brake backplate is a problem but on a permit can be rpelaced easily (my certified aircraft actually had a bronze one painted with aluminium paint - I never bothered to tell my maint organisation!). Rudder cables, undercarriage pivot bolts and engine mouiniting bolts have ADs but no great costs. Make sure the cowlings are in good nick - you will have they off and on quite a bit and so having all the bolts and screws the same and no bodges makes this activity mcuh less of a chore.
I rather enjoyed my Terrier, inspite of its weight, they do have a certain charm. Crusing across the country side during the summer with the window slid back and elbow out of it is something you simply do not get with a Cessna!
The first point is which Auster? Apart from the issue that no two are actually identical there is a huge spread in weight/power/cost/spares availability/age/equipment/seats etc
If you're looking at the two seaters then I would suggest the Lycoming or continental engined ones are a better bet - anything with a Cirrus Minor engine will need a good spares package to remain usable.
The generally 3 seaters with Gipsys still vary quite a lot. The lighter ones can be quite pleasant to fly, the heavier or short span ones less so.
Expect 90kts and 7 to 8 gal/hr plus at least 0.5pt of oil. It must have 'the ring mod' - which is an 'oil scavenge piston ring' which gets the oil consumption down to these levels. Otherwise it can be up to 2 pts! The write up in the recent LAA mag on the AOP6 is pretty accurate in terms of the handling of the larger ones. They have ailerons but they don't do much.
The last ones with large Lycoming engines (J1/U and D series) are quite different and really fly a bit like trucks.
Most of the bits are available and now on a permit the formerly inflated prices are less evident. The Gipsy needs to be treated sympathatically and if it is should be reliable. It does however shake itself to pieces so expect to get the cowls off every 10 hours and tighten everything up - and that includes cylinder head, rocker shafts, manifolds and all the linkages. If that is done then it is quite a good engine to operate. Make sure the aircraft comes with all the correct manuals - the details changed significantly over time and you really need the latest/last engine manual and a good knowledge of the mod state of your engine - otherwise all maintenance will take ages as you try and sort out what your engine actually has and what bits you need.
The airframe is simple - the left brake backplate is a problem but on a permit can be rpelaced easily (my certified aircraft actually had a bronze one painted with aluminium paint - I never bothered to tell my maint organisation!). Rudder cables, undercarriage pivot bolts and engine mouiniting bolts have ADs but no great costs. Make sure the cowlings are in good nick - you will have they off and on quite a bit and so having all the bolts and screws the same and no bodges makes this activity mcuh less of a chore.
I rather enjoyed my Terrier, inspite of its weight, they do have a certain charm. Crusing across the country side during the summer with the window slid back and elbow out of it is something you simply do not get with a Cessna!
Pete Morris
013242
013242
Mike
A word of warning on some Lycoming engined AOP5s - they use the O-290-3 which I believe was a converted engine from a generator and water pump from WWII. Some spares can be quite scarce and it does not have an electric start. I also believe it is similar to the O-290C and not the more prevalent O-290D.
I nearly bought G-ANIE, a very nice AOP5 with invasion stripes. However, the O-290-3 put me off - as well as handswinging starts!
I've flown a few Austers and I think they're fun to fly if you don't want to get anywhere fast and know how to use a rudder - the adverse yaw is quite something if you're used to "spamcans".
Lots of info and advice on here:
http://www.austerclub.org/homepage.htm
Good luck with your search...
A word of warning on some Lycoming engined AOP5s - they use the O-290-3 which I believe was a converted engine from a generator and water pump from WWII. Some spares can be quite scarce and it does not have an electric start. I also believe it is similar to the O-290C and not the more prevalent O-290D.
I nearly bought G-ANIE, a very nice AOP5 with invasion stripes. However, the O-290-3 put me off - as well as handswinging starts!
I've flown a few Austers and I think they're fun to fly if you don't want to get anywhere fast and know how to use a rudder - the adverse yaw is quite something if you're used to "spamcans".
Lots of info and advice on here:
http://www.austerclub.org/homepage.htm
Good luck with your search...
Gary Coleman
031196
031196
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Roy Ingram
- Posts: 2
- Joined: Fri Jan 21, 2011 9:11 am
Roy
I nearly bought G-ANIE from a Gent at Duxford - around 2003. The guy's name was Steve Partridge (I think). I remember because he was ex Air Force.
She definately had invasion stripes and this picture was on G-INFO at the time.
Nice aircraft, as I said, however I wanted an O-290D not an O-290-3 and I have a nervousness about handswinging!
All the best
I nearly bought G-ANIE from a Gent at Duxford - around 2003. The guy's name was Steve Partridge (I think). I remember because he was ex Air Force.
She definately had invasion stripes and this picture was on G-INFO at the time.
Nice aircraft, as I said, however I wanted an O-290D not an O-290-3 and I have a nervousness about handswinging!
All the best
Gary Coleman
031196
031196
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Roy Ingram
- Posts: 2
- Joined: Fri Jan 21, 2011 9:11 am
Gaznav,
Ah that explains it! Yes she had the 'half' invasion stripes on the lower fuselage when I bought her, I added the rest later.
Your fears re. the 0-290-C/3 were unfounded - the 0-290-D series parts are more or less completely interchangeable.
I hear what your saying regarding the handstarting, it is a bit of a 'mans' aeroplane and does require a disciplined, methodical approach. Electric start can be fitted though - it uses an identical started to the gipsy engine, albeit runiing the other way.
Cheers,
Roy.
Ah that explains it! Yes she had the 'half' invasion stripes on the lower fuselage when I bought her, I added the rest later.
Your fears re. the 0-290-C/3 were unfounded - the 0-290-D series parts are more or less completely interchangeable.
I hear what your saying regarding the handstarting, it is a bit of a 'mans' aeroplane and does require a disciplined, methodical approach. Electric start can be fitted though - it uses an identical started to the gipsy engine, albeit runiing the other way.
Cheers,
Roy.
Roy
Maybe it's lucky for you that I didn't know about the O-290D/O-290-3 interchangeability or the starter modification or I may well have bought her!
She was a lovely wee beestie and I remember I was flying BBMF at the time and her paint job was done by some of the chaps at Coningsby (so I was told).
All the best
Maybe it's lucky for you that I didn't know about the O-290D/O-290-3 interchangeability or the starter modification or I may well have bought her!
She was a lovely wee beestie and I remember I was flying BBMF at the time and her paint job was done by some of the chaps at Coningsby (so I was told).
All the best
Gary Coleman
031196
031196