Корректировщик и самолет связи. Одномоторный подкосный моноплан с верхним расположением крыла. Шасси неубирающееся. Являлся усовершенствованным и "англизированным" вариантом легкого самолета Е-2, спроектированного под руководством Г. Тэйлора в "Тэйлор эйркрафт
корпорейшн" (США). Переделка конструкции осуществлялась группой инженеров фирмы "Тэйлоркрафт эйроплейнз ингланд", являвшейся флагманом вновь созданной Тэйлором компании "Тэйлоркрафт эйроплейнз". Модернизированный гражданский вариант ("модель D") появился в 1939 г., специализированный военный АОР ("air observation post" - "воздушный наблюдательный пункт") -в мае 1942 г.
Серийный выпуск осуществлялся заводом "Тэйлоркрафт" в Тармастоне с 1939 г., серии АОР -с августа 1942 г. Всего изготовлено около 1900 машин военного назначения.
Экипаж самолета - 2-3 чел. Вооружения нет. Двигатель - в зависимости от модификации.
Самолет находился на вооружении Королевских ВВС с сентября 1939 г. (первоначально только как связной).
Основные серийные модификации военного времени:
- "Остер" I (модель D/1) с мотором Циррус "Минор", двухместный;
- "Остер" II (модель F) с мотором "Джипси Мейджор" I, двухместный;
- "Остер" IV (модель G) с мотором O-290-3, трехместный, укороченный фюзеляж, измененное остекление кабины;
- "Остер" V (модель J), вариант модификации IV с усовершенствованным оборудованием.
Закупленные у фирмы гражданские самолеты "модели D" ("Остер" D) летали как связные на территории Великобритании с конца 1939 г. В апреле 1941 г. в Северной Африке "остеры" впервые использовали в роли корректировщиков артиллерийского огня. Позднее они в этом качестве служили также в Европе и Бирме. В Италии их применяли и южноафриканские подразделения.
Производство "Остера" закончилось лишь в марте 1953 г. (модификация V строилась до января 1946 г.). Последнюю модификацию, AOP Mk.6, сняли с вооружения в 1955 г.
Моторы, количество х мощность:||1 x 130 л.с.
Взлетная масса, максимальная:||903 кг
Максимальная скорость:||209 км/ч
Практический потолок:||4575 м
Jane's Encyclopedia of Aviation
Auster Aircraft (UK)
Because of the large number of basically similar aircraft produced by this company during the 1940s and 1950s, it is considered expedient to cover the earlier types in the following paragraphs. Many of the later types are covered separately thereafter.
Auster Aircraft Ltd was a successor to Taylorcraft Aeroplanes (England) Ltd which was formed in 1939 to manufacture a cabin monoplane under licence from Taylorcraft Aircraft Corporation of America. The company assumed the name Auster Aircraft Ltd on 7 March 1946.
The British Taylorcraft was produced in a number of different forms for the RAF and the British Army. The Auster 1 (Cirrus Minor engine), the Auster 3 (Gipsy Major engine) and Auster 4 and 5 (97 kW; 130 hp Lycoming engine) were all used on active service as three-seat artillery spotters or Air Observation Posts. Throughout the war development of the design continued, and although the same basic welded steel-tube structure remained, considerable strengthening was achieved and performance improved. In later Auster 5 models trailing-edge flaps were incorporated. During the wai the company built 1,604 Austers for the RAF and the Army Air Corps: 100 Mk 1s,
2 Mk 2s (shortage of Lycoming engines), 467 Mk 3s, 255 Mk 4s and 780 Mk 5s. In addition, six Model H gliders were built.
"Остер" Mk.III ВВС Израиля, июль 1948г.
Faithfully restored to its military glory, Auster II VH-SNB is flying again.
Today Austers are cherished by appreciative owners all over the world. Wearing colours denoting service in the Far East, Europe and in the UK (left to right): AOP.9, Mk.III, Mk.V and Mk.I. Noteworthy are the different cowlings housing different powerplants.
Taylorcraft Plus C
This Taylorcraft Plus C was operated by the Romford Flying Club at May lands in 1939.
Impressed Taylorcraft Plus Cs were upgraded following to C/2 standard, replacing the original Lycoming with the Cirrus Minor I. HH985, here in June 1942, was struck off charge on February 28, 1943.
Taylorcraft Plus C G-AFTN.
Taylorcraft Plus D
Plus D T9120 was the first aircraft delivered to the British military from Taylorcraft Aeroplanes, being used in the original evaluation.
Taylorcraft Plus D G-AFZl was impressed soon after the outbreak of hostilities, becoming W5741.
"Остер" I на аэродроме
Auster Mk.I LB278. The 'stick' in front of the cockpit is the crude fuel level indicator, while visible under the horizontal tailplane is the aerodynamic trim vane.
The new engine for the Mk.II - MZ105 illustrated - required a shorter cowling design.
Like many British prototypes of the era, MZ105 had camouflage upper surfaces and yellow undersides. The lines on the underside of the fuselage are zips in the fabric that gave easy access to the internal structure of the aircraft.
Classic view from a 'walk-around' sequence of MZ105 as a Mk.II at Boscombe Down in February 1943.
MZ105 was one of two prototype Mk.IIs with a Lycoming O-293-3.
The prototype Auster Mk.III, October 1942, introduced the Gipsy Major I. LB319 lacked other features of the Mk.III, most notable of which was the extension of the glazing to the rear of the fuselage.
Visibility was vital to the AOP mission, and also the survival of the Auster itself. Production Mk.IIIs, such as MT407, had more extensive Perspex glazing at the rear of the cockpit. In addition a rear-view mirror was mounted above the cockpit cabin.
A fine study of Auster AOP III NJ747 during a demonstration at Rearsby in September 1943.
Like many foreign air arms that operated Austers, Greece used them in combat. NJ894 was one of a batch used by the Royal Hellenic Air Force during the civil war in the country following the German withdrawal
Amongst the Mk.IIIs used by the RAAF was one of the original Mk.II prototypes, MZ105, which was upgraded to Mk.III standard before being handed over to the Australians. The aircraft survived its RAAF service and still flies in private hands.
The first AOP.IIIs for the Netherlands were operated in RAF markings before adopting R-prefixed serials - R-2 was one of two later transferred to the Dutch police, both becoming PH-POL.
Auster 3 9M-ALB, probably at Sharjah
An interesting photograph of the Nene-Vampire A78-2 when in use at the RAAF base at Rathmines as an instructional airframe. Also visible in this photograph are a Wirraway, Mustang, Auster III and Tiger Moth.
MT454 was the Mk.IV prototype. It was in this aircraft that A L Wykes was killed on May 15,1944.
Production Mk.IVs had a neater engine exhaust than used by the prototype. Another difference was that navigation lights were mounted in fairings on the wingtips.
AOP.IV MS951 carrying a red cross and white undersides to denote its use in the casualty evacuation role with the Netheravon Station Flight in 1947.
The rear visibility of the Auster Mk.IV was further improved by redesigning the rear and upper Perspex units.
Auster Mk.IV MS958 was one of a batch of 254 built as such between March and May 1944. It served with 653 Squadron, surviving the war to be sold in March 1947 as G-ALYA.
Auster V израильтяне купили у англичан прямо в Палестине
The Taylorcraft Auster V Light Liaison and Observation Monoplane (130 h.p. Lycoming O-290 engine).
AOP.V 5404 was one of six of the variant used by the SAAF in South Africa, mainly to help train artillery personnel.
The Auster Mk.V was externally identical to the Mk.IV. It was the most widely produced version and the final type to enter service before World War Two ended.
Mk.V TJ537, in December 1945, served throughout its life with the RAE at Farnborough. Can readers explain the rig it is mounted on?
TJ603 served with the British Commonwealth Occupation Force in Japan and was serving with the Iwakuni Station Flight when photographed at the main RAF Spitfire base at Miho in 1947.
B. H. Hargrave's Sherburn-based Auster 5, G-AKPI, in its old military camouflage as NJ703 at the "taildraggers" fly-in at Old Warden 22/5/77
Post-war many Austers abandoned the camouflage scheme and were painted silver overall. AOP.V TJ524 has a glider tug attachment under the tail.
TJ212 in contrast was apparently (if not officially) on the strength of 45 Squadron, presumably for communications or, perhaps, spotting duties while the unit was at Negombo, Ceylon, also in 1947. The squadron's main equipment comprised Bristol Beaufighter TF.10s - one of which can be seen behind.
AOP.V TJ651 served with 791 Squadron of the Fleet Air Arm at Sembawang in Singapore in 1946. It later went to the Airwork unit.
Between January 1950 and July 1952, AOP.5 TJ688 was flown by 1832 Squadron from St Merryn.
HALF-'N-HALF. Lycoming O-290-3 - powered Auster 5 operated by the Royal Queensland Aero Club of Archerfield, Brisbane, has Auster 5D-standard Aiglet empennage, but not the conversion to D.H. Gipsy Major inline. Rudder stripes identify R.Q.Ae.C.
It was useful to the Army that the Auster could be easily dismantled and loaded onto a 3-ton truck. Mk.V TJ465 plus another, served with the Austria Communications Flight.
Three Auster Mk. Vs were converted to operate from floats. TJ207, the first, under test at Beaumaris, Anglesey, in 1944.
FLOATPLANE AUSTER V. S/Ldr. L. S. Ash, R.A.F.O. (white overalls) has sent us this photograph of the first Taylorcraft Auster (a Mark V: TJ207) to be fitted with twin floats taken from a D.H.82 Queen Bee. S/Ldr. Ash carried out the test flying while at Saunders-Roe, Beaumaris, Anglesey, during the winter 1944-45. In this seaplane form the Auster V had a maximum speed of 105 m.p.h. on 130-h.p. Lycoming O-290-3/1. Later, two more Mk. Vs and two Mk. lVs were similarly "booted".
Этот еврейский Auster, что называется, сел в лужу