History
The name Taylorcraft will be familiar with prewar members
of the aviation community, as small numbers of the Taylor
Cub were flown here at that time. One of my earliest rides
aloft was in VH-UYM at Cootamundra in the fifties. A manufacturing
licensee of the American company known as Taylorcraft
Aeroplanes (England) Ltd. came into being in 1939 just
prior to World War II. With works at Thurmaston, Leicester
under the direction of Mr. A.L. Wykes, the first British
Taylorcraft flew on 24th April 1939.
The American parent company had produced the Taylorcraft
Plus series since 1938 and by 1940 the RAF had taken over
several former British civil-operated Taylorcraft machines
- 14 Plus C's (55 hp Lycoming) and 8 Plus D's (90 hp Cirrus
Minors). The Plus C's were then all modified to Plus D
standard and the success of these improved models led
to the production of the first fully militarised Taylorcraft,
entering service as Army spotter and co-op aircraft in
July 1941 as Auster 1's, with 100 built. Two examples
of the Auster 2 were built powered by the Lycoming 0-290
of 130 hp in 1942.
However owing to the shortage of American engines, a revised
version powered by the 130 hp de Havilland Gipsy Major
was placed into production as the Mark 3. Austers first
saw operational service in North Africa during the invasion
of Algeria, and stayed with the allied advance through
Sicily and onwards in addition to the D-Day Normandy assault
on mainland Europe. In actual operations the Mark 3's
manoeuvrability often saved the pilot's life, as enemy
fighters attacked them on many occasions. No Messerschmitt
or Focke Wulf could match the Auster's very tight turning
circle close to the ground, and so escape was facilitated.
Some 467 Auster 3's were built and from 1944 the type
was adopted by the RAAF as the standard AOP aircraft,
receiving a total of 56 machines on transfer from the
RAF by war's end.
The RAAF used the Mk. 3 Australia-wide and in the Pacific
Islands, and during this time it was common practice to
carry "knocked-down" Austers to forward areas
in transport aircraft such as the Dakota. History repeated
itself in 1976 when the DC-3, which I was flying, carried
my own basket case Mk. 3 back from Devonport to Essendon.
Production of the Auster 3 ended late in 1943, being supplanted
by the Auster 4 and later the Mk. 5, both with the Lycoming
engine used on the Auster 2.
Some 25 of the RAAF Mk.3's came onto the Australian civil
register post-war, being used for a variety of roles as
private aircraft including as a glider tug, which is how
I first came to meet the type. Later I was to give endorsement
training on the Mk. 3 at Point Cook. Due to its relatively
low cost and simplicity in maintenance and operation it
will survive for many years to come, and despite its diminutive
size, it is a true warbird under the definition. The Mk.
3 spawned all of the post-war improved "J" series
Austers from J-1 to J-5, which abound in Australia flown
by dedicated owners.
For the record the British Auster concern (whose products
were originally termed Taylorcraft Austers) changed its
name to Auster Aircraft Ltd. in March 1946. It produced
a total of 3,574 Austers of various marks, and save for
the low-wing Auster B.8 Agricola, these aircraft can all
trace their ancestry back to the original 1936 American
Taylorcraft.
Technical
The Mk. 3 Auster is a two-seat high wing cabin monoplane
of fabric-covered metal steel tube construction and is
fitted with a fixed tailwheel undercarriage. The constant
chord wing (which has all of 1û of dihedral) employs
a two-spar arrangement, each of solid spruce (being the
only major non-metal components) with metal ribs and is
supported by two struts on each side.
Split flaps are mounted under the trailing edge, the selector
handle for which is located on the upper left side cabin
above the window, and level with the pilot's head. The
fuselage and empennage are both of fabric-covered welded
steel tube construction. The relatively short undercarriage
legs have fabric covering between two of the three metal
struts on each side, and are firmly anchored to the trapezoidal
load truss under the floor beneath the seats via bungee
chords, giving a simple but effective means of shock absorption.
Considerable cabin glazing using flat perspex is in evidence,
clearly demonstrating the Mk. 3's origins as an air observation
machine. Flight controls are fitted with simple mass balances,
and longitudinal trim is effected by a very basic trim
tab located below the tailplane/elevator hinge line, emanating
from the lower rear fuselage, and actuated by a small
lever in the cockpit roof.
Power is supplied by the DH Gipsy Major Series 1 four
cylinder, inverted in-line engine of 130 hp driving a
wooden propeller and is swung by hand, no electric starter
being available. Dimensions are span 36 ft., length 22
ft. and height 8 ft. Empty weight is 1,250 lbs., with
maximum all up weight of 1,750 lbs. This permits two occupants
plus full fuel and a modest amount of luggage to be carried.
Fuel capacity is 10 gallons in the main tank just ahead
of the windscreen behind the engine, with a further 8
gallons in the auxiliary tank behind the seats. Fuel selection
is accomplished via a "wing-nut" type selector
found on the central cockpit floor, but this location
could vary with some aircraft. Fuel quantity is able to
be monitored by another very simple device in the form
of a floating rod incorporated in the filler cap, the
height of the rod indicating amount of fuel remaining.
Access to the engine bay is gained via a hinged cowl on
either side, supported by a rod in the open position.
The two-gallon oil tank on the left just ahead of the
firewall and the filler cap is easily accessed. The pitot
head is under the left wing and a venturi tube is found
just under the windscreen on the left side of the fuselage.
Cable-operated brakes are fitted to the main wheels, actuated
via the well-known heelbrake arrangement and the tailwheel
(originally a metal skid when first built) is castoring
and non-steerable.
Handling
Arguably being the most economical warbirds flying in
Australia today, many Mk. 3's have been restored to their
former military liveries. Approaching the aircraft from
any angle, its lineage from the American light aircraft
of the 1930's is readily apparent. The long cowl of the
Gipsy Major engine added to the elongated fuselage gives
a flowing line, and coupled with the silver-doped fabric,
military roundels and numbers the effect is pleasing indeed.
The pre-flight is as for most other types, with the normal
fuel drains carried out - in this case under the fuselage.
Fuel quantity is determined by the proven dipstick method,
via the cap just forward of the windscreen. Oil quantity
is checked as being full and the Gipsy engine is prepared
by first checking that switches are off and then pulling
the propeller through several times. The oil filter on
the right-hand side of the engine needs to be rotated
daily before the first flight. The fuel primer and ring
pull must be operated until fuel flow starts underneath
the cowl.
The tailplane must be checked thoroughly for cracks on
the turnbuckle straps. After ensuring that all cowls,
caps and hatches are secure and that tiedown ropes are
clear and that either chocks are in place or the park
brake is applied, we are ready for the engine start, with
an assistant standing by. The cockpit is entered via one
of the two triangular-shaped doors incorporating a sliding
perspex window at the top and a pocket for maps etc.,
in this case the left one. On taking the pilot's seat
which is a simple padded frame with vinyl covering, the
first impression is of a fairly tight space to work in,
with little room to spare in any direction. One is confronted
by a mass of steel tubes bracing the windscreen and some
exposed frames of the fuselage. The rudder pedals are
made of a combination of tubes standing upright and small
oval-shaped discs, at their base are the controls for
the heel operated cable brakes. The control columns are
simple metal tubes curving out from under the instrument
panel with bicycle handle grips and are easy to remove
if required.
In keeping with the overall impression of spartan simplicity,
the panel has only minimal instrumentation and controls.
A throttle quadrant is centrally mounted just below the
lower edge of the panel with a single lever for throttle
control. The magneto switches in the ubiquitous form of
two toggles are on the left with half a dozen instruments,
for airspeed, altitude, oil pressure, turn and slip, engine
rpm and clock making up the rest of the picture.
A review of all key speeds shows that VNE is 128 kt, manoeuvering
speed is 80 kt, take-off safety speed is 40 kt and best
climb speed is 50 kt. In the cruise a TAS of 80 kt is
used for flight planning, at 7 gph which gives a comfortable
two and a half hours endurance, including reserves. Flap
extension speeds are 50 kt for the first stage and 45
kt for full flap. Stalling speeds are a low 33 kt clean
and an incredible 28 kt full flap, power off. The best
glide speed is 55 kt and maximum crosswind limit is 10
kt.
The downwind leg of the circuit is flown at normal cruise
and speed can be kept on until late base, when a reduction
is made to 50 kt for final approach, progressively applying
flap as required. The park brake is now applied using
the car-type handle on the left just under the panel.
With throttle set and the left magneto on, we call "contact",
our assistant swings the propeller and the Gipsy Major
springs to life. Both magnetos are now selected on, engine
speed set at 800 rpm and oil pressure is checked as indicating
in the range with in 30 seconds or less, otherwise we
switch the magnetos off again. All is well and after checking
that no obstructions are present, the handbrake is released
and a small amount of power is applied to get moving.
The engine needs at least four minutes warm-up time and
longer if in cold conditions, and this period can be used
for pre-take-off checks, which are standard. During the
taxy to the take-off point, the heel brakes are used with
great care as the Auster is characteristically very light
in the tail, and the stick is held aft. Hatches, harness,
trims (there is only one, for elevator, in the form of
a small handle just under the roof glazing), fuel on the
main (front) tank, flaps as required (1st stage), magnetos,
instruments and flight controls full, free and in the
correct sense are all checked and found in order.
Lined up into wind on a grass runway (the Mk. 3's natural
environment), and with the left hand on the control column
and the right hand on the throttle, full power is applied
smoothly with the control column neutral. Acceleration
is not startling but adequate, with considerable engine
noise apparent. The tail is brought up at around 25 kt
with care not to lower the nose too much due to the propeller
disc being close to the ground at this time. Rotation
is made at about 40-45 kt and the climb speed of 50 kt
is then adopted and flap is retracted, giving a rate of
climb in the order of 600 fpm at 2000 rpm. At cruise height
power is reduced to 1,950 rpm and indicated airspeed shows
around 75 kt for a TAS of 80 kt.
General handling is quite positive with roll response
being slower than pitch, and visibility is very good in
most directions. The stall is quite docile and wing drop
is easily controlled with rudder. Returning to the circuit
at cruise descent speed of 80 kt IAS we are soon on downwind,
where standard checks are carried out. Brakes off, fuel
on main tank, switches on both magnetos, hatches and harness
secure.
Reducing speed to 50 kt on base, 1st stage flap is selected
using the flap handle above the pilot's left shoulder.
Firstly, the handle has to be lifted slightly to relieve
backlash in the cable, then moved forward to unlock it
from its seated position, and subsequently pulled down
to the required stage and then released in that position.
I found that I had to change hands after the first stage
flap extension from using the left hand to the right,
to give the required amount of purchase, as my left elbow
seemed to be blocked beyond that point. With such a low
stalling speed it is possible to use 40 kt as the threshold
speed, but early in a new pilot's endorsement training
I would recommend 50 kt.
Initially a three-point landing is practised after which
wheeler landings can be attempted when proficiency and
familiarity with the type has been gained. Care must be
taken in the judgement of hold-off height, as a bad bouncer
or heavy landing can result in damage to a bungee cord,
giving the undercarriage a "lame duck" look
and requiring replacement. I always taught new pilots
never to be afraid to go around off a bouncer as it is
quite easy to dig the propeller into the dirt with over-anxious
control inputs at that stage.
Overall, the Mk. 3 Auster is not a hot-rod by today's
standards and with the advent of more fuel-efficient ultralight
aircraft could be termed as a gas-guzzler by comparison.
However, it is a true warbird and has an appeal all of
its own to the dedicated band of Mk. 3 owners around the
country. May they continue into the next millenium as
a living example of a World War Two military light aircraft.
