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Aviation History
1963
1963 - 0960.PDF
The optional full-vision starboard door, giving the pilot additional visibility to the right The D.5/180 has a neat cabin with engine instruments and switches grouped on the left. Other new features are an easily operated flap lever, a natural-sense trimmer, and jettisonable doors metres and kilometres. With Beagle-Auster test pilot "Trevor" Howard and myself aboard, about 15gal of fuel and some equip ment and radio, the aircraft probably weighed 1,9801b and the e.g. was slightly forward. Temperature was perhaps 10° below ISA and airfield elevation 220ft. The aircraft was much like any other Auster to climb into and, sitting rather tail-down, the engine cowling obscured most of the ground in front. The ride while taxiing on grass was good and steering pleasantly effective. Trevor made the first take-off, raising the tailwheel before moving forward and rotating smartly into a 4m/sec (785ft/min) climb at 70km/hr (43 m.p.h.) with 25° flap extended. Cleaned-up, we made 6m/sec (l,180ft/min) at 105km/hr (65 m.p.h.). Although the brochure gives a normal initial climb of 800ft/min at gross weight, there is enough spare weight to bring l,000ft/min well within reach for normal operations with three occupants. Levelled off at 1,000ft, I set the maximum continuous power of 2,550 r.p.m. and found that speed settled eventually at an indicated 170km/hr (106 m.p.h.), close to the brochure value. G-ASBV handled quite pleasantly in the cruising condition, but, being a functional working aircraft, was rather noisy. Trim was simple to adjust and the heater kept us comfortable. Trim-changes with speed were progressive and normal. Maximum flap-down and climb speed are both 121km,hr (75 m.p.h.). The flap lever was very simple to operate, though flap caused the usual Auster nose-up trim change. Full tail-heavy trim stabilized a power-off glide at lOOkm/hr (62 m.p.h.) with our for ward e.g. Out-of-trim forces from this speed down to the stall were ' i •.' FLIGHT International, 13 June 1963 931 slight and the indicated rate of descent in this condition was 1,000ft/ min, giving a very useful approach gradient. Normal approach speed is 90km/hr (56 m.p.h.). Application of full power caused a very strong nose-up rotation, but the aircraft would climb with full flap extended at this weight. The stall followed the normal Auster pattern with a slight tendency to roll to the right after a distinct buffet warning. Stalling speeds were right at the end of the a.s.i. scale at 50km/hr (31 m.p.h.), and the aircraft could be flown at full power in an extreme nese-up attitude at an indicated speed a little below the end of the a.s.i. scale. My first approach at 56 m.p.h. was comfortable and normal, but the aircraft could obviously be brought in much more slowly if the float had to be reduced for short-field performance. I next approached at 43 m.p.h., but still found some float and a tendency to bounce on the bungee main gear and big tyres. The slightest trickle of power produced unwanted thrust from the efficient propeller. The nose was now obscuring the landing area during the final stages. With practice, it would be perfectly reasonable to approach at an indicated 37 m.p.h. or even less, using power as appropriate to catch the aircraft at the last moment. Application of power, incidentally, produced a moderate nose-up trim-change at low speed. The ultimate performance is evidently achieved by approaching on the very verge of the stall accepting the slight risk of inadvertent stalling. Despite my relative unfamiliarity with the aircraft, I achieved some very respectable landing distances. Several take-offs showed a tendency to bounce the tailwheel on the ground as one rotated into the air, but the ground run could be kept very short. With pilot only on board, Beagle-Auster have measured take-off ground runs of 95yd, which is respectable for a full three- and potential four-seater. With just a little practice, the D.5/180 could be made to sit up and beg and could carry excellent loads from very confined or high fields. The cruising speed is not high for the horsepower, but strong structure, simplicity and good weight-lifting ability should make the type attractive for specialized purposes. The lower- powered D.5/160 is already being assembled under licence in Portugal for both military observation and club and agricultural flying. While some 35 of these have been completed, the first D.5/180 has been made and modification kits for earlier aircraft supplied. Sales from Rearsby should also prove encouraging. Beagle Mark Eleven Number 169 of the series THE Auster AOP.9, lavishly equipped and built like a battleship, has always been the Rolls-Royce of Auster's military aircraft. It handles well and can be put down on the proverbial six penny bit, but in extreme tropical and high-altitude conditions its 180 h.p. Bombardier engine has not given quite the urge that some military men have wanted. Following the formation of Beagle, an AOP.9 was accordingly fitted with a 260 h.p. Rolls-Royce Conti nental I0-470-D engine and constant-speed propeller and has emerged as a completely new proposition. Beagle have high hopes of selling either brand-new Mark Elevens or of converting existing AOP.9s. The tropical and high-altitude performance certainly warrants it. Cost of conversion can be less than £2,500, with a reasonable allowance for the displaced engine. Beagle claim that at 5,000ft in the two-up AOP role, in ISA + 30°C, the Mark Eleven's rate of climb becomes twice that of the AOP.9. In the communications three-up condition the Mark Eleven's climb becomes twice that of the AOP.9 at 3,000ft and treble at 8,000ft. At the maximum gross weight of 2,7501b the Mark Eleven is stressed for 3.7g and a touchdown rate of descent of 8.7ft/ sec, while in the two-seater case at 2,5501b these values become 4g and 9ft/sec. Apart from some minor details to do with the engine installation, all airframe spares are interchangeable between the two types. Normal gross weight is 2,5501b, but the airframe is still within BCAR requirements at 2,7501b and then offers a disposable load of 9461b. Normal fuel load of 30 Imp gal in two tanks can be supple mented by a 24 Imp gal long-range tank mounted on the rear floor of the cabin. The published empty weight of 1,8061b does not
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