iscover
The RAN operated only two Austers, A11-300 and -301, the latter of which is depicted here. They operated during the 1953 to 1963 period and were eventually sold through the then Dept of Supply.
Reflections — Auster
0 comment
Auster
Anyone who has made a study of Ross Gillett’s splendid book, ‘WingsAcross the Sea’* will know that the RAN operated twoAuster J/5G Autocars during the period 1953-63.
The aircraft were mainly used for communications work between NAS Nowra, NAS Schofields and Bankstown, the latter being the location of the major civilian repair facilities supporting the RAN FAA. The aircraft were held on the strength of the Fleet Requirements Squadron with no pilots specifically allocated to fly them. The old hands weren’t interested in slumming in Austers, so if you were young and keen, it was possible to get a checkout provided you were prepared to do the communication runs. I was in a front line squadron at the time but managed to get time off for a little extra-curricular flying. I note from my log book that I had a half hour checkout; things were fairly relaxed in those days.
A common problem that most of us experienced, being military left hand throttle, right hand stick people was with the central throttle, which required you to fly the aircraft with your left hand. The problem was accentuated by the fact that we were used to flying much heavier aircraft and found the hold off left handed difficult, as they were twitchy little aircraft. Some tried flying cross handed (not very successfully) and others like myself would cut the throttle and change hands, a technique not to be recommended. I know that general aviation aircraft are all configured this way, but it is not easy if you have been trained on, and spent all your time flying aircraft configured the other way round. It was only years later, when I started flying ‘lighties’ that I finally became comfortable with this arrangement.
This content is available exclusively to Australian Aviation members.
A monthly membership is only $5.99 or save with our annual plans.
- Australian Aviation quarterly print & digital magazines
- Access to In Focus reports every month on our website
- Unlimited access to all Australian Aviation digital content
- Access to the Australian Aviation app
- Australian Aviation quarterly print & digital magazines
- Access to In Focus reports every month on our website
- Access to our Behind the Lens photo galleries and other exclusive content
- Daily news updates via our email bulletin
- Unlimited access to all Australian Aviation digital content
- Access to the Australian Aviation app
- Australian Aviation quarterly print & digital magazines
- Access to In Focus reports every month on our website
- Access to our Behind the Lens photo galleries and other exclusive content
- Daily news updates via our email bulletin
The only other problem with the aircraft that I can recall, was the brakes. These were drum brakes with heel pedals, a cheap way of providing a brake system. In practice the manufacturer need not have bothered fitting them, as they were fairly useless. I had this very forcefully brought home to me on one occasion, when I took one of the Austers into Mascot to pick up a passenger. There was a fairly strong wind blowing, so mindful of possible brake fade with constant use, I requested a takeoff from where a taxiway intercepted the north-south runway. In tones I was advised that DCA regulations required the full length of the runway to be used. I had been cleared to backtrack, so manfully struggled on, but ultimately the brakes gave up the ghost and I lost control. The aircraft ground looped off the runway narrowly missing the runway lights which were about two feet high. As we pirouetted around one particular light, thethought occurred to me that they must have been installed in accordance with ICAO regulations in case it ever snowed at Mascot! The Tower had obviously been watching my efforts as in a matter of seconds I was cleared to takeoff from where I was, ‘at the pilot in command’s discretion’! (Another ‘real world’ instance of rigid and out of date regulations actually reducing safety standards. Ed)
We scurried out of Mascot but then had the problem of coping with the same wind at Nowra which was neatly bisecting the two runways. The solution adopted was a carrier approach, landing diagonally across the runway using plenty of power to maintain speed just above the stall. It worked out well and as I recall we didn’t roll past the concrete threshold.
My general impression of the aircraft was that the controls were not very well balanced and large amounts of rudder and aileron were required to effect a coordinated turn. The elevator trim control, mounted in the cabin roof, did not work in a natural sense and just about everyone had difficulty with it. The aircraft was also difficult to get into and out of on the ground, and I dread to think what it would have been like in an emergency.
My association with the aircraft was somewhat limited as I was soon posted away to other things, but I have to admit that I can’ t recall thinking of it as a ‘fun’ aircraft; most of us only flew it for the novelty and the desire to get another type in the book.
In an effort to forestall the wrath of all those Auster fans past and present descending on my head, I apologise in advance for any slight they may read into the above. D
* For those who haven’t already bought a copy, Wings Across the Sea is still available in hard cover for $33. 90 inc p&p from Aerospace Publications P/L, PO Box 3105, Weston Creek 2611.
Next issue: The Vampire, don’t miss it!
Want to see more stories from trusted news sources?
Make Australian Aviation a preferred news source on Google.
Click here to add Australian Aviation as a preferred news source.
