Taylorcraft oyster
| Taylorcraft oyster | |
|---|---|
 Oyster III |
|
| Type: | Liaison aircraft , observation aircraft |
| Design country: | |
| Manufacturer: | |
| Commissioning: |
1942 |
| Number of pieces: |
1,630 |
The Taylorcraft Auster was a military liaison and observation aircraft from the British manufacturer Taylorcraft Aeroplanes (England) Limited from the Second World War .
history
1939-1945
The starting point for the development of the oyster was the Taylor Craft Plus C , the more powerful with a 90-horsepower Cirrus equipped -Triebwerk and when Taylor Craft Plus D was designated. Seven machines of this type were manufactured between the end of 1939 and the beginning of 1940, but they were no longer delivered to civilian users. Existing Plus C, which were subsequently upgraded to Plus-D standard by installing the 90 hp engine, were given the designation Plus C / 2, sometimes also written as Plus C.2. The total production was 23 civilian Plus C, of which 15 copies were converted to Plus C / 2.
As early as 1939, British Army officers demanded the procurement of their own artillery observation aircraft. Taylorcraft then delivered the Plus D with the registration G-AFZJ (serial number 128) in December 1939 for testing in Salisbury to the School of Army Co-operation. The plane was then used, now with camouflage, in France in April and May 1940. The assessment of the suitability of the Plus D for the intended role was rather poor. Both the performance and the robustness of the construction were considered unsatisfactory.
The British Army preferred a military version of the Stinson 105 Voyager, of which 100 machines were ordered in July 1940. In fact, only about 20 reached England in the first year. In addition, the Vigilant was finally declared too big for its intended purpose. Therefore, at the end of 1941, 100 Taylorcraft Plus Ds were ordered, but this was less due to their performance than to the lack of alternatives. The military version of the Plus D was given the factory designation Plus D / 1 and the name Auster Mark I (also Auster I). The aircraft owes its name oyster to the Air Ministry's view that a letter designation is not sufficient. Icarus' first proposal was rejected after it was pointed out that Icarus could only make a single flight. Since contemporary military aircraft often carried the names of winds (e.g. hurricane and whirlwind), the Roman name for a warm south wind was used with oyster .
The first Auster I flew in May 1942 and was delivered to No. 651 Squadron delivered. By November 1942, four AOP squadrons (AOP stands for Airborne Observation Post, airborne observation post) were equipped with the pattern. From May 1943 they took part in the fighting in North Africa and the invasions of Sicily and Italy. The low output of the Cirrus engine of 90 hp and the simultaneous lack of spare parts for these engines prompted Taylorcraft to convert two cells to Lycoming O- 290-3 engines, which made 125 hp. This variant, with additional expansion flaps and cabin heating, was named Taylorcraft Model E or Auster Mark II .
As the availability of the O-290 was low due to the success of the German submarines in combating convoys in the Atlantic, the Auster II did not go into series production. Instead, the Cirrus engine was replaced by a 130-hp de Havilland Gipsy Major , which defined the Model F or Auster III variant . Series production for this started in January 1943. The Auster III also received enlarged cabin glazing, which now also included the cabin roof, which became the hallmark of all subsequent Auster designs. This version was built in 467 copies, despite the continuing dissatisfaction of the AOP commanders, which was also expressed in the fact that they asked the Air Ministry to purchase the Miles M.28 / M.38 Messenger instead of further orders for the oyster . This contrasted with the fact that the on-site crews did appreciate the oyster’s capabilities.
In 1943 the supply situation with American engines improved to such an extent that Taylorcraft decided again for a version with the Lycoming O-290-3 engine. This variant, called Model G or Auster IV , flew for the first time at the end of 1943. In addition to the engine cowling, which had been changed due to the boxer design of the O-290, an optional third seat for an observer was also provided for the first time. The grinding spur of the Auster III was replaced by a small spur wheel. The demand for the Auster IV was so great in preparation for D-Day that production was increased to 28 machines per week in the spring of 1944. In total, the production including the prototype was 255 copies.
The successor to the Auster IV was the Auster V ( Taylorcraft Model J ) from June 1944 , which reached the highest number of all Taylorcraft models. The differences to the Mark IV were minor improvements, such as: B. the change of the rudder compensation, the replacement of the wooden dashboard by a metal version and the installation of additional blind flight instruments. 790 Auster V were produced by the end of the war. For use in theaters of war in the Pacific and the Far East, a variant with the floats of a de Havilland Queen Bee targeting drone was created. Other modifications involved the installation of cameras or the conversion to an ambulance aircraft. Runners for use on snow-covered ground could also be used, and a variant was also used that could lay telephone cables from the air. Finally, the Model H was intended as a training glider after removing the engine and tank and lengthening the fuselage bow, which could accommodate three people. In 1943 a prototype based on an Auster III cell was made; a series production did not follow, however, since Aeronca, Piper and the American Taylorcraft offered similar models.
During the Second World War , 1630 oysters were created for the armed forces of Great Britain and Canada.
post war period
After World War II, the AOP Taylorcraft Oysters played an important role in the UK rebuilding aviation clubs and private aviation in general. Most of the Auster I had only a short military service life with a few flying hours. In 1945 and 1946, these aircraft were offered at public auctions and then 58 copies were upgraded to the civil Plus-D standard. Seven pre-war Plus-Ds and the prototype of the Auster I (Plus C / 2) were also dismantled. A Plus D (G-AHGZ, ex LB367) became known by winning the King's Cup race in 1952. At the beginning of 1946, the factory restored three Auster I to the performance level of the Plus C by installing the 55 HP Lycoming O-145, to be able to offer a cheap two-seater sport aircraft. However, this market was subsequently covered by other Taylorcraft patterns.
Despite the higher production figures compared to Auster I, only a few converted Auster III saw civilian use. With 25 pieces, the largest number of this variant was used in Australia. Of the variant Auster V, over 250 copies, together with 17 Auster IVs, which were also brought to this state of construction, were used in the civil sector. At the time, bidders had to pay around £ 250 to £ 350 for an Auster V; Firms then sold these retrofitted and radio-fitted aircraft for around £ 800.
Auster IV and V served as civilian variants in many different areas of application. This included use for sightseeing flights, as an air taxi, in aerial photography, for towing banners and as private aircraft. However, it was only used to a limited extent in aviation clubs and in training. Auster Aircraft (renamed on March 8, 1946) resumed production of the Auster V for a short time in 1956, but only 14 machines were built. This model, called Auster Alpha 5 , was very similar to the war version, but did not have the generous glazing of the Auster V.
After the war, the Auster V served as a model for the civilian Auster J / 1 Autocrat . Other military versions from the post-war period were the Auster AOP.6, the Auster T.7 training aircraft and the Auster AOP.9.
Use in Germany
Austers were also used as observation and liaison aircraft with the Airborne Observation Post (AOP) squadrons and flights from 1945 to the end of the 1950s in northwest Germany with the British Air Force of Occupation / 2. Tactical Air Force (from 1957 Army Air Corps) use, see the Army Air Corps page for more . The series used in Germany were the Auster IV, Auster V, Auster AOP.6 and Auster AOP.9.
variants
- Taylorcraft Plus C
- original civil version with a Lycoming O-145 -A2 engine, 23 aircraft
- Taylorcraft Plus C / 2
- former Plus C with a Cirrus Minor I engine, 15 conversions of Plus C by the Royal Air Force
- Taylorcraft Plus D
- Plus C with a Cirrus Minor I engine, 9 planes
- Taylorcraft oyster I.
- Military version of the Plus D, 1 conversion and 100 new aircraft
- Taylorcraft Oyster II
- Auster I with a Lycoming O-290 engine, 2 aircraft
- Taylorcraft Oyster III
- Auster I with a de Havilland Gipsy Major engine, 470 aircraft
- Taylorcraft Oyster IV
- three-seat version with a Lycoming O-290 engine, 254 aircraft
- Taylorcraft Oyster V
- Auster IV with instruments for flying blind, 790 aircraft
use
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Australia
-
Burma
-
Greece
-
Hong Kong
-
India
-
Indonesia
-
Israel
-
Jordan
-
Canada
-
Netherlands
- Dutch Air Force
- Dutch Navy
- Air force of the Dutch East India Army (Militaire Luchtvaart van het Koninklijk Nederlands-Indisch Leger, ML-KNIL)
-
Norway
-
Pakistan
-
Poland
- Polish Air Force (in British exile)
-
South African Union
-
Czechoslovakia : 3 from 1945-1948 -
United Kingdom
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Technical data (Auster V)
| Parameter | Data |
|---|---|
| crew | 3 |
| length | 6.83 m |
| span | 10.97 m |
| height | 2.44 m |
| Wing area | 15.5 m² |
| Empty mass | 499 kg |
| Takeoff mass | 839 kg |
| Top speed | 290 km / h |
| Range | 402 km |
| Engines | a 4-cylinder boxer engine Lycoming O- 290-3 with 97 kW |
See also
literature
- Mike Jerram: For business and pleasure - Part one . In: Airplane Monthly April 1987, pp. 188-191
- Mike Jerram: For business and pleasure - Part two . In: Airplane Monthly May 1987, pp. 274-277
- Mike Jerram: For business and pleasure - Part three . In: Airplane Monthly June 1987, pp. 328-330
