The Auster Sharp’s Special was an un-named two seat tourer with a 65 hp Lycoming O-145-B3 powerplant, based on the Plus C.
It was known as the ‘Sharps Special’ after Ken Sharp, Manager of Taylorcrafts No.7 Works.
On the death of Ken Sharp, interest in the ”Sharp’s Special” was lost.
Built at Rearsby, the one example built, G-AGPS c/n 1660, first flew in 1945, possibly in August.
The Model L was the first low-wing design by the company. Responsible for its development was Mr.A.L.Wykes, and it owed much to the Auster, being little more than an Auster airframe with the wings mounted on the bottom of the fuselage.
Construction apparently started in 1944 as a 2/3 seat lightplane powered by a 130 h.p. Lycoming O-290-3 engine.
The prototype was almost completed but was abandoned after the death of Mr. A.L.Wykes in May 1944.
Engine: Lycoming O-290-3, 130 h.p.
Span: 28.0 ft
Length: 22 ft 5 in
Seat: 2-3
In 1948 the RCAF first obtained the Auster Mk VI, an improved, post-war model with a DeHavilland Gypsy Major engine, more fuel capacity and a longer undercarriage. The first of the Auster VI’s served with 444 (AOP) Squadron at the Joint Training School (JTS), Rivers, Manitoba. The RCAF retired the last of their Austers in 1958.
After taking the Auster AOP 6 and 7 from service, Beagle did buy them and refurbished them to civil use. They were sold to private customers as the A.61 Terrier.
The Beagle Terrier was the name given to the modified Auster AOP (Air Observation Post) 6, after the Auster Aircraft Company was sold. The Auster Aircraft Company purchased a large number of former British Army Auster aircraft during the late 1950s. These were Auster AOP.6, T.7 and T.10 aircraft which were updated and modified with a de Havilland Gipsy Major 10-1-1 engine.
The AOP.6 and AOP.6A were modified AOP.5 with a strengthened rear fuselage, external flaps, increased MTOW, and 145 hp Gipsy Major 7. The prototype AOP.6 appeared in 1945 and 296 were supplied to the RAF, some of these being transferred to the Belgian Air Force. Others were supplied to the RCAF and SAAF, and a two-seat trainer version, the Auster T.7, was converted to full AOP standards in 1947. Initial production of the AOP.6 was completed in 1949, but further production was undertaken in 1952.
Initially two versions were offered for sale in the civilian market from 1960:
Auster 6A Tugmaster – a utility and glider towing aircraft
Auster 6B – a three-seat luxury version. When the company became part of Beagle Aircraft in 1960, the Auster 6B was renamed the Beagle A.61 Terrier 1.
Eighteen Terrier 1s conversions were built. The first conversion flew 13 April 1961 from Rearsby.
In 1962 the Beagle A.61 Terrier 2 was introduced with a greater span tailplane, wheel spats and a metal propeller. First flight of a Terrier Series 2 was made on 25 April 1962. The type is a three-seat touring and training monoplane. Sixty of these were sold by the beginning of March 1964. The conversions includes the complete overhaul of the airframe and engine, the provision of new tail surfaces and ailerons, and a sound-proofed three-seat cabin trimmed and upholstered. As a glider tug, the Terrier can tow an average two-seater to 2000 ft in 6 min 30 sec.
Forty-Five Terrier 2s conversions were completed at Rearsby. A small number of airframes were converted subsequently to this standard by other companies.
One Terrier 3 powered by a 160 hp Lycoming O-320-B2B engine was essentially complete at Rearsby when Terrier production was stopped in 1966. In 1967, an incomplete Terrier 2 was modified to this standard by British European Airways engineering apprentices and registered G-AVYK.
The Terrier was not an economic success for the manufacturer as it was found that more man-hours were spent on rebuilding each aircraft after its military use than were spent in building the new aircraft for the Army. Examples of the type were purchased by owners in the United Kingdom, Eire, Germany, Netherlands, New Zealand and Sweden. 23 Terriers were registered in the UK in 2013.
Of a total of 380 of AOP6 built, less that 100 were converted to Terriers between 1946 and 1953.
The 6A Tugmaster and Terrier 1 were also rebuilt Auster Mk 6, but to lower standards.
Later adopted as the Auster T.7
The AOP.6 was developed from the Mk 5 with a modified fuselage and increased all-up weight and powered by a Gipsy Major 7 engine. Equipped with all-metal auxiliary aerofoil flaps below and behind trailing edge, and wings strengthened to take two 52.25 litre fuel tanks, the pilot and observer seated in tandem. Lengthened landing gear struts allowed a larger airscrew. Production completed in 1949. The T.7 was a two-seat trainer which could be quickly converted to full AOP standard. Equipped with side-by-side seating with dual controls, a third seat could be fitted.
AOP.6
Engine: de Havilland Gipsy Major VII, 145 hp
Wingspan: 36 ft 0 in
Wing area: 184 sq.ft
Length: 23 ft 9 in
Height: 8 ft 4.5 in
Empty weight: 1413 lb
Loaded weight: 2160 lb
Max speed: 124 mph at 1000 ft
Cruise: 108 mph
ROC: 810 fpm
Service ceiling: 14,000 ft
Range: 315 mi
Auster Beagle Aircraft Co. Auster 6 / A.O.P.6
Engine: Gipsy Major 7G, 145 hp
Wing Span: 36ft (10.97m)
Length: 23ft 9in (7.24m)
Height: 8ft 5in (2.55m)
Speed: 122mph (196km/h)
T.7
Engine: de Havilland Gipsy Major 130hp.
Cruise speed: 114 mph.
T.7c
Engine: de Havilland Gipsy Major VII, 145 hp.
Auster 6A Tugmaster
A.61 Terrier
60 converted from military AOP.6
A.61 Terrier 2
Engine: 1 x DH Gypsy Major 10, 145 hp / 107kW
Take-off weight: 1090 kg / 2400 lb
Empty weight: 727 kg / 1600 lb
Wingspan: 11.0 m / 36 ft 1 in
Length: 7.1 m / 23 ft 4 in
Height: 2.7 m / 8 ft 10 in
Wing area: 17.1 sq.m / 184.06 sq ft
Max. speed: 191 km/h / 119 mph
Cruise speed: 172 km/h / 107 mph
Ceiling: 3500 m / 11500 ft
Rate of climb: 530 ft/min (2.7 m/s)
Range: 450 km / 280 miles
Seats: 3
The Auster AOP.11 three-seat AOP machine with a 260 hp Continental IO-470-D 6-cylinder horizontally opposed engine raised the maximum speed to 142 mph (228 km/h) and the empty weight to 1,806 lb (816 kg). Apart from the engine, the AOP.11 was almost identical to the AOP.9. Early in its career the undercarriage had spats, though these were later removed.
Only one, a converted AOP.9 was produced, making its first flight on 18 August 1961 with serial XP254. The Auster AOP.11 was exhibited at the Farnborough Air Show in September 1961. A year later it was registered to Beagle aircraft, that had taken over Auster in 1960, as G-ASCC where it was known as the Beagle Mk 11, the E.3 or as the A.115. It was sold into private hands in 1971.
The sole Beagle E3/Auster AOP.11 G-ASCC was flying until an accident in 2007.
Auster AOP11 / Beagle E-3
Engine: 1 x RR/Cont. IO-470D, 190kW
Wingspan: 11.1 m / 36 ft 5 in
Length: 7.2 m / 23 ft 7 in
Height: 2.7 m / 8 ft 10 in
Wing area: 18.4 sq.m / 198.06 sq.ft
Take-off weight: 1160 kg / 2557 lb
Empty weight: 750 kg / 1653 lb
Max. speed: 240 km/h / 149 mph
Cruise speed: 128 mph
Ceiling: 6100 m / 20000 ft
ROC: 1300 fpm
Crew: 3
The Auster AOP.9 was designed as a successor to the Auster AOP.6. The AOP.9 was a completely new aircraft and not a development of a civil type. Apart from plastic tips and a fabric covering aft of the main spar, the wings are all-metal and are built round a stiff leading-edge torsion box. The split flaps have a hydraulic assist. Drooping ailerons assist with short landings and take-offs. One of its main features is the Dowty liquid spring undercarriage with large diameter tyres, capable of withstanding a vertical rate of descent of 9 ft/sec and allowing operation from virtually any type of landing surface.
It was a braced high-wing single engined monoplane with a fixed tailwheel undercarriage. The AOP.9 was a new design, the wing and tail metal-skinned, but the fuselage and ailerons were fabric-covered. The fin and rudder assembly were more angular in the new aircraft with a noticeable dorsal fillet. A combination of the 180 hp (134 kW) Blackburn Cirrus Bombardier engine, larger wings and large flaps gave it an improved take-off and landing performance compared with the AOP.6. It could operate from ploughed fields and muddy surfaces using low pressure tyres and strengthened undercarriage.
On the insistence of the British Army the fuselage is welded steel and fabric covered. A third seat can be fitted. A unique feature is the rear cockpit floor, designed to allow a complete and rapid change of role. With the removal of six bolts the floor may be lowered out of the aircraft and a new floor, complete with equipment, can be substituted in a few minutes.
The cabin held three seats, pilot and passenger side-by-side and the observer behind, facing either forwards or rearwards. The aircraft was also designed to be convertible into a two-seat light transport with an interchangeable rear floor. In this configuration the observer sat alongside the pilot.
The prototype WZ662, which was also the first production machine, first flew 19 March 1954 with a 180 hp / 134kW Blackburn Cirrus Bombardier 203 (military version of 702) engine. Auster Aircraft allotted its model designation B5 to the AOP.9 design.
Deliveries started to the Royal Air Force in February 1955, replacing AOP.6s in the regular AOP squadrons, the auxiliary squadrons disbanding in March 1957 before receiving AOP.9s. Until the formation of the Army Air Corps (AAC) in September 1957, Army personnel flew RAF aircraft based in RAF squadrons.
The aircraft were in action with No. 656 Squadron from September 1955, flying an average of 1,200 sorties per month. By the end of Operation Firedog in Malaya on 31 July 1960, 656 Squadron’s AOP.6 and AOP.9s had carried out 143,000 sorties.
Over 6 million leaflets were dropped by Austers of no.656 Sqn RAF dring the Malayan conflict.
The AOP.9s were involved in several of Britain’s other end of Empire conflicts; 653 Squadron AAC used them in Aden in the early 1960s, flying from Falaise, Little Aden. They stayed in service until 1966 and were the last fixed wing AOP aircraft used by the AAC, though their light transport role was taken over by Beavers.
AOP.9s were supplied to the Indian Air Force and the South African Air Force operated its AOP.9s from 1957 to 1967.
The Army Historic Aircraft Flight maintain an AOP.9 in flying condition at Middle Wallop.
A total of 182 were built and in the 1970s, 19 AOP.9s joined the UK civil register, and in 2008 14 remained, though only about three of these had a current certificate of airworthiness.
A number of army surplus aircraft were bought by Captain Mike Somerton-Rayner in 1967. One was converted as an Auster 9M with a 180 hp (134 kW) Avco Lycoming O-360-A1D piston engine. The 9M first flew on 4 January 1968, and gained a Certificate of Airworthiness on 30 April 1968. The aircraft was still airworthy in 2009.
Operators
Military operators
Hong Kong
Royal Hong Kong Auxiliary Air Force about 4 ex-British AAC aircraft
various ACC AOP and Independent Flights stationed in Hong Kong in the 1950s and 1960s
India – About 35 aircraft
Indian Air Force
Indian Army
South African Air Force about 2 aircraft
United Kingdom – about 145 aircraft
AOP 9
Engine: Blackburn Bombardier 203, 173 hp (129 kw)
Span: 36 ft 5 in / 11.10 m
Wing area: 197.6 ft² / 18.36 m²
Length: 23 ft 8.5 in / 7.24 m
Height: 8 ft 11 in / 2.72 m
Empty weight: 1,460 lb / 663 kg
Max. takeoff weight: 2,330 lb / 1,057 kg
Max speed: 127 mph / 204 km/h
Cruise speed: 110 mph / 178 km/h
Range: 242 miles / 389 km
Service ceiling: 18,500 ft (5640 m)
Rate of climb: 920 ft/min / 280 m/min
Crew: 2/3
The J5 was a development of the J1 and it differed in having a sloping firewall to accommodate the larger and heavier engine. This reduced the fuel capacity of the main tank though this is overcome by the addition of a 13.75 Imp.G belly tank. It also retained the smaller vertical tail surfaces of the J1. Introduced in 1947, the J/5 range included the Autocar with its distinctive hump-backed fuselage aft of the trailing edge. This proved popular albeit briefly with clubs until the advent of modern US types. The J/5F is the only Auster rated for aerobatics.
The Adventurer four-seat model of the J/5 was built for the Australian market. Most were shipped to Kingsford Smith Aviation Services of Bankstown, Sydney, for assembly. Six were purchased by the RNZAF (NZ1701-NZ1706) for army and forestry patrol work.
The four-seat J/5 Autocrat was developed into the J/5B Autocrat with the prototype flying in August 1949. Also powered by a 130 hp Gipsy Major I engine, it featured a domed cabin roof, wing fuel tanks and an enlarged horn-balanced rudder.
In 1951 the two-seat J/5F Aiglet Trainer was introduced. It was basically a J/1B converted to a dual control aerobatic trainer with a widened 4in and strengthened fuselage. Horn-balanced rudder and elevator are fitted and wingspan reduced from 36 ft to 32 ft. Approximately 70 of this type were built, including several with a 155 hp Gipsy Major engine, as the J/5K, with a 155 hp Cirrus Major, the J/5L, with a 155 hp Gipsy Major, and the J/5R which combined the Aiglet Trainer fuselage and tail with Autocrat wings.
The J.5F Aiglet Trainer was approved by the Air Ministry for A.T.C. flying training. The company stated that the Aiglet is the only aircraft other than ex-military types to obtain this approval.
The direct-reading fuel gauge on the 14gal front tank was very accurate and they could fly until only two gallons remained, allowing nearly two-hour work stints.
Developed from the three-seat J/5 Autocrat, the J/5B Autocar added a 155 hp Cirrus Major III engine and first flew in August 1949. Approximately 100 were built, most being exported.
The J/5G Cirrus Autocar, first flown in July 1951, which was designed with tropical conditions in mind. Around 80 were built. A usual load for the J/5Gs was 7cwt (350kg).
The engine was changed to a 145 hp Cirrus Major II to create the J/5H Autocar.
A 145 hp de Havilland Gipsy Major 10 engine was added, producing the J/5P Autocar 145 in 1955. Approximately 20 were built. The Autocar differed from the Autocrat with raised rear fuselage decking and enlarge fin and rudder assembly.
The J/5Q Alpine incorporated the long-span wings of the J/5B Autocar and the wide fuselage of the J/5F and was powered by a 130 hp Gipsy Major I engine.
The J/5R Alpine was powered by a 145 hp de Havilland Gipsy Major 10 engine.
In 1955 Harry Wigley devised retractable skis and installed them on an Aiglet, ZK-BDX. Trials took place on the Tasman Glacier with commercial operations beginning the following year.
In 1955 Saunders-Roe conducted trials of its hydroski concept using an Auster J/5G Autocar. The skis were fitted to a standard aeroplane and were demonstrated successfully. They supported the aircraft down to a fast taxying speed so it could land on water and roll up onto a beach, and start its takeoff from a very short stretch of land or a ramp.
The sole Auster J8L Aiglet Trainer was a J/5K re-engined with a de Havilland Gipsy Major 1 engine.
The 1954 Auster J8 L Aglet Trainer was located in Queensland, Australia, registered VH-RIE, when it sold for $38,000 on 14 June 2018. It was noted as:
Serial Number 3151
Total Time Airframe 1870 hrs
One of a kind factory modified for the RAF, and never put into service.
145HP, 1/2″ valve stems, dual fuel pumps, and electric stater. Automotive spark plugs and leads conversion. New gaskets and engine mount rubbers.
In very good condition, aerobatic seats and 4 point seat belts, centre flap leaver and 2+2 seating
33′ wingspan (short wing version), larger rudder to aid better spin recovery, as this is an aerobatic approved aircraft
Model J Auster 5
790 built
Version with rear fuselage of Autocrat known as Alpha 5
J/5
Engine: de Havilland Gipsy Major I, 130 hp
Wingspan: 36 ft / 11 m
Length: 23 ft / 7 m
Height: 8 ft 8 in / 2.6 m
Empty weight: 1162 lb / 527 kg
Loaded weight: 2100 lb / 952.6 kg
Max speed: 114 mph / 183.4 kph
Max range: 375 mi / 603.55 km
Service ceiling: 12,500 ft / 3810 m
50 built
J/5 Adventurer
J/5B Autocar
Engine: 130 hp Gipsy Major I
Span: 36 ft
Wing area: 185 sq,ft
Length: 23 ft 2 in
Height: 7 ft 6 in
Empty weight: 1413 lb
Loaded wight: 2400 lb
Max speed: 116 mph
Cruise: 100 mph
Service ceiling: 11,000 ft
ROC: 525 fpm
Range: 500 mi
Approx. 100 built
J/5F Aiglet Trainer
Engine: Gipsy Major 1, 130 hp.
Wingspan: 32 ft
Wing area: 164 sq.ft
Length: 23 ft 2 in
Height: 6 ft 6 in
Empty weight: 1323 lb
Aerobatic loaded weight: 1950 lb
Max speed: 125 mph
Cruise: 107 mph
ROC: 650 fpm
Service ceiling: 12,500 ft
Cruise range: 500 mi
J5F Aiglet Trainer / J/5K / J/5L
Engine: DH Gipsy Major 10, 145 hp
Span: 32 ft
Length: 23 ft 2.5 in
Mauw: 1950 lb
Max speed: 127 mph
Seats: 2
Approx. 70 built
J/5G Autocar
Engine: 155 hp Cirrus Major 3
Span: 36 ft
Wing area: 185 sq,ft
Length: 23 ft 2 in
Height: 7 ft 6 in
Empty weight: 1367 lb
Loaded wight: 2450 lb
Max speed: 127 mph
Cruise: 110 mph
Service ceiling: 14,000 ft
ROC: 710 fpm
Range: 485 mi
Approx. 80 built
J/5H Autocar
Engine: 150 hp Cirrus Major 2
Span: 36 ft
Wing area: 185 sq,ft
Length: 23 ft 2 in
Height: 7 ft 6 in
Empty weight: 1367 lb
Loaded wight: 2450 lb
Max speed: 127 mph
Cruise: 110 mph
Service ceiling: 14,000 ft
ROC: 710 fpm
Range: 485 mi
J/5P Autocar
Engine: Gipsy Major 10/2.
Span: 36 ft
Length: 23 ft 2 in
Mauw: 2400 lb
Max speed: 117 mph
Approx. 20 built
J/5R Alpine / J/5Q
T7C
Engine: Gipsy Major
With import restrictions on American engines it was decided to fit a 90 hp Cirrus Minor I to an J/2 Arrow airframe. This version, which also flew in 1946, went on to become the J/4 Archer. The fuselage and wings of both types are identical. Accommodation is for two side-by-side.
Only 26 of the two-seat Archers were built.
Versions not produced were:
J/4S – Model J/4 fitted with a 100 h.p. Blackburn Cirrus Minor 2A powerplant.
J/4T Archer Special – Model J/4 fitted with a 90 h.p. Cirrus Minor 2A powerplant and an experimental tricycle undercarriage.
J/4 Archer Special – Model J/4T reverted to standard tailwheel undercarriage.
J4-100 – Model J/4 fitted with a 100 h.p. Continental 0-200 powerplant.
Engine: Blackburn Cirrus Minor 1
Wing span: 36 ft
Wing area: 185 sq.ft
Length: 22 ft 5.75 ft
Height: 6 ft 6 in
Empty weight: 955 lb
Loaded weight: 1600 lb
Max speed: 108 mph
Cruise: 92 mph
ROC: 746 fpm
Range: 317 mi
The Auster J/2 Arrow was designed as a successor to the pre-war Taylorcraft Plus C monoplane. A development aircraft, a side-by-side two-seater first flew in 1946 powered by Lycoming O-145-B3 flat four air-cooled engined.
The J/2 Arrow was similar to the Autocrat but had a shorter fuselage, reduced window area and no flaps.
Import restrictions on the sale in the United Kingdom (UK) of American-built engines resulted in most of the 44 aircraft completed by Auster Aircraft Limited at Rearsby, Leicestershire, England, being exported, mainly to Australia. In later life, examples were re-imported to the UK, where several examples remained active in 2011.
The J/2C Super Arrow was a Model J/2 fitted with a 125 h.p. Continental C-125-2 powerplant with enclosed cowling.
Two special Arrows flying in Rhodesia had 185 hp Continental E185-1 engines.
With import restrictions on American engines it was decided to fit a 90 hp Cirrus Minor I to an J/2 Arrow airframe. This version, which also flew in 1946, went on to become the J/4 Archer.
The J/3 Atom was an attempt to create a lower-powered version of the J-2 Arrow. A modified Arrow was flown with a 65 hp Continental A65-12 engine and designated the J/3 Atom. Only the prototype, registered G-AHSY c/n 2250, first flying in 1946, was built as the aircraft was not developed further. Another example G-AJIJ (c/n 2401) was not completed.
The sole J/3 was dismantled at Rearsby in 1950 and was rebuilt to J/4 standard with a new registration G-AJYX and c/n 2941. It crashed near Melton Mowbray on 22 April 1951 after a pilotless take-off from Rearsby. The Continental A65 engine had been replaced by a 95 hp Blackburn Cirrus Minor II. This aircraft has since been deregistered by the CAA.
J/2 Arrow
Engine: Continental C75-12, 75 hp (56 kW)
Wingspan: 36 ft 0 in (10.97 m)
Wing area: 185 sq ft (17.2 m2)
Length: 22 ft 9 in (6.93 m)
Height: 6 ft 6 in (1.98 m) (tail down, propeller horizontal)
Empty weight: 872 lb (396 kg)
Gross weight: 1,450 lb (658 kg)
Maximum speed: 98 mph (158 km/h, 85 kn)
Cruise speed: 87 mph (140 km/h, 76 kn)
Stall speed: 35 mph (56 km/h, 30 kn)
Range: 320 mi (510 km, 280 nmi)
Service ceiling: 10,000 ft (3,000 m)
Rate of climb: 430 ft/min (2.2 m/s)
Seats: 2
J/2C Super Arrow
Engine: Continental C-125-2, 125 h.p.
J/3 Atom
Engine: 1 × Continental A65
Wingspan: 36 ft (11 m)
Wing area: 185 sq ft (17.2 m2)
Length: 25 ft 3 in (7.70 m)
Height: 6 ft 6 in (1.98 m)
Max takeoff weight: 1,601 lb (726 kg)
Crew: 1
Capacity: up to two passengers
The aircraft was designed specifically for aerial topdressing in New Zealand.
The prototype, ZK-BMI, was first flown by the Auster company from Rearsby in Leicestershire on December 8, 1955; it was the first of 15 Agricolas laid down, although only seven were actually completed. Another three were later built up in New Zealand from spares.
The Agricola is a simple aeroplane, built of welded steel tube with fabric covering aft of the front spar, except for a small portion at the root of the outer wings which is metal to withstand drag loads. A 1,680 lbs capacity hopper is situated behind and below the pilot, with a trunk leading to it from the hopper mouth at the top of the cockpit. A separate 173 US gallon tank located in the starboard wing root was used on the spray version to give a quicker changeover to liquid application. The spray bars were located inside the wing, with the nozzles protruding behind the trailing edge.
New Zealand first saw the Agricola in October 1956 when the local agents, the Bristol Aeroplane Company, imported the second aircraft, ZK-BMJ, for a demonstration tour of the country. But despite an extensive showing of the aircraft there was little enthusiasm for the type, and it faced stiff competition from types such as the FU24 and Cessna 180 which were also just coming onto the market. Its tube and fabric construction, which was intended for ease of repair and maintenance in much the same way as the Tiger Moth it was designed to replace, was seen by many operators as a retrograde step, and they preferred to go the modern, all-metal way.
As well, the Agricola required a number of modifications before it was able to go into commercial use, and topdressing firms were not prepared to wait around until these were sorted out.
One aspect that makes it unique and which considerably eases the pilot workload is the hydraulically-operated hopper doors and flaps. These are run off an engine-driven pump and during the course of the day’s topdressing save the pilot a considerable amount of work by not having to continually pull levers during sowing runs and landings. Originally powered by a 240 hp Continental flat six engine, the remaining Agricolas were re-engined with the 260 hp version.
The single seat enclosed cockpit was originally entered by a door opening over the top of the cockpit, but this was replaced by a forward swinging side door to stop superphosphate entering the cockpit. There is also a side-by-side two-seat cabin just aft of the hopper trunk with a rearward facing bench seat. The rear fuselage is sealed to stop dust and superphosphate getting inside, and special filters are fitted to counter any changes in humidity and atmospheric pressure. The rear fuselage also provides another example of the Agricola’s simplicity, the nylon-coated control cables for the elevator and rudder which ran along the outside of the fabric.
Seven built.
Engine: Continental, 240 hp or 260 hp.
Span: 42 ft 00 in
Length: 28 ft 01 in
Height: 8 ft 5 in
Wing area: 254 sq.ft
Empty weight: 1920 lb
Loaded weight: 3,675 lb
Wheel track: 14 ft 4 in
The four-seat Beagle-Auster A109 Airedale prototype made its first flight on 16 April 1961 and was followed by eight pre-production models. The first production model flew on 24 February 1962 and 33 were sold by March 1964.
The 1963 model featured a 120 lb weight reduction with changes in interior trim and reduced equipment.
The Airedale followed the same production methods as the Auster series, even to the extent of using some of the existing Auster jigs and tooling as a cost-saving measure. The fuselage was constructed using welded steel tube covered with fibreglass and light alloy at the front, the rear being covered in fabric. The wing construction was also all-metal, consisting of two main spars and a metal leading edge. Apart from fibreglass wingtips, the main covering of the wig was fabric.
One area that differed from the Austers was the use of an American engine, the 180 hp Lycoming O-360-A1A, although the 175 hp Continental GO-300 was also offered as an option.
The A111 Airedale, introduced in 1963, was essentially the same as the A109 except that 120 lb had been cut from the weight of the aircraft and it was powered by a 175 hp Continental GO-300 engine.
Production of the Airedale ended after only 43 aircraft had been built, and 3 of the 43 were never sold, unable to compete with aircraft such as the Cessna 172.
All production work on Auster designs finally ceased in 1967 when Beagle sold all rights to Hants and Sussex Aviation.
A.109
Engine: Lycoming O-360-A1A, 180 hp
Wingspan: 36 ft 4 in / 11.07 m
Length: 26 ft 4 in / 8.02 m
Cabin length: 6 ft 9 in / 2.06 m
Cabin max width: 3 ft 4 in / 1.02 m
Cabin max height: 3 ft 9 in / 1.14 m
Baggage compartment: 5 cu.ft / 0.14 cu.m
Empty weight: 1700 lb / 771 kg
MTOW: 2750 lb / 1247 kg
Max cruise 6000 ft / 1830 m: 116 kt / 133 mph / 214 kph
Max ROC SL: 650 fpm / 198 m/min
Service ceiling: 12,000 ft / 3660 m
Max range 660lb/300kg payload, 50 Imp.G/227 lt, no res: 720 nm / 830 mi / 1337 km
Seats: 4
Under carriage: nose wheel.
