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Aviation History
1951
1951 - 0405.PDF
FLIGHT, 2 March 195 J Pleasing appearance and ade- quate performance are the predominant features of Auster's new floatplane conversion of which a photograph appeared in " Flight " last week. Once the necessary minor structural modifications have been made the machine can be quickly adapted for use on water or land in occori operator'syr€quirements. (" Flight" photograph) AQUATIC AUSTER Trials of a Simple Floatplane Conversion for the J.5, Aiglet and Autocar THOUGH the light, single-engined floatplane is afamiliar enough sight on the rivers and lakes of theUnited States and Canada, in this country the type is singularly uncommon. In latter years the few floatplanes which have been seen here have mostly been experimental conversions or adaptations of standard aircraft to carry out some special duty, usually in a remote part of the world. Last year two Mk 6 Austers, fitted with floats, gave good account of themselves under especially trying conditions when they took pan in the British-Scandinavian expedition to Queen Maud Land in the Antarctic. Benefiting by the valuable experience gained on these flights, Auster Aircraft, Ltd., have now entered the marine-aircraft field with a marketable floatplane conversion kit, suitable for the J.5, the Aiglet and the Autocar. In countries whose topography calls for light-aircraft versatility of this nature, a keen in- terest is likely to be displayed in this new venture. A recent visit to Bearanaris, Anglesey, where a J.5 (130 h.p. Gipsy Major) so modified was completing handling and performance trials—under the supervision of Mr. Geoffrey Tyson—to obtain A.R.B. approval, gave us an opportunity The control handle for the Auster floatplane's water-rudders, ft is shown in the " up" position. i to inspect this enterprising conversion. The pontoons are of Auster design and construction, though based on the lines of the well-known Edo float. Fitting them entails some minor structural changes for the purpose of strengthening the existing fuselage, and a few new attachment points have to be added to take the stabilizer fin and the control wires to the water rudders located at the rear of the floats. The essential items for this work are supplied in the modifica- tion kit, and no special assembly equipment is needed, since the fittings can nearly all be bolted to existing parts. On the J.5 it is also necessary to fit a fin and rudder of somewhat larger area; this, in fact, constitutes the biggest item in the whole conversion. On other types, notably the four-seater Autocar, the larger fin and rudder are already incorporated on the landplane version. As can be seen from the accompanying photographs, the floats are large and sturdy; they are also of high hydrodyna- mic efficiency. Two mooring cleats are fitted on the forward ends. The only change in the cockpit consists of a pull-up cable—fitted below the throttle quadrant—for lowering the water-rudders. These are, of course, retracted for take-off and landing and, to avoid damage, before the floatplane is hauled on to the slipway. Once the initial strengthening details have been completed the Auster is quickly convert- ible from floatplane to landplane or vice versa. Its flying characteristics are especially viceless. Though, of course, it would be folly to attempt to operate such a light craft in really rough water, the Auster floatplane can take a surprising amount of punishment. On opening the throttle the machine can almost immediately be eased on to the step and, although subsequent acceleration seems rather slow by landplane standards, take-off with a full load is normally accomplished in about 45 seconds. With little wind, distance to clear 50 ft is in the region of 800 yd. Once off the water the aircraft handles with the ease and lightness characteristic of all other members of the Auster Spring-loaded retract- able water-rudders pull-up cable device in the cockpit. '• Flight " photographs)
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