Following the end of WWII Auster aircraft production ground to a trickle. As well as producing the British Army's Ariel Observation Platform (AOP) by adapting its Taylorcraft derived single-engine light aircraft to the role, Auster also repaired Hurricane fighters and other aircraft during five years of war related production. War time employment peaked at approximately 1,200 employees in a multitude of hangers, sheds and all manner of buildings throughout the local area. Auster also supplied sub-components to other aircraft makers. Post-war Government and military orders understandably evaporated.
The Auster was known as the ‘All-Steel Aeroplane’. The fuselage was a welded high tensile steel tubular 'space-frame' design. There were only two pieces of wood; the Spruce main wing spars. The aerofoil sections were pressed steel components. The flying controls were a series of mechanisms; pivoting levers, bell rank levers, pull and push rods etc.
The key skills were all present including design development, material characteristics/performance, tool and fixture design/manufacture, pressing (stampings), forming, machining, welding, heat treatment, plating/painting and assembly. Plus associated support disciplines of supplier selection, goods inwards/stock control, tool-room, maintenance, quality control and product inspection at every stage.
As was a team of skilled engineers, technicians, managers, craftsmen and production operatives, many of whom had specialist skills; charge-hands, tool setters, welders, machinists, and inspectors worked alongside tool-makers, electricians and machine tool fitters. In addition there were buyers, production/material controllers, accounts, stock control, personnel and training.
The light aircraft industry was in its infancy. Volumes proved low in good times and related military contracts virtually non-existent immediately post-war.
In stark contrast, the UK automotive sector had ceased making passenger cars in 1939, switching its volume expertise, capacity and skills to the war effort. Austin at Longbridge switched in weeks to military vehicles, munitions, gun parts, ‘Jerry cans’, aircraft engines and aircraft manufacture like Lancaster bombers. Morris, Rootes Group and the other UK based manufacturers did likewise.
Post-war, the car companies faced the same problems as Auster, but they had a major advantage; a six year gap in production of cars. Demand was there, waiting. They enjoyed strong pre-war consumer brands (Austin, Morris, MG, Wolseley, Hillman, Sunbeam, Ford, Vauxhall). Conversely, rivals in Europe had bombed out factories, courtesy of the RAF and Longbridge's and other motor manufactures military aircraft!
The UK motor industry immediately set about re-tooling with post-war designs. They had in fact started this process a good year before the end of hostilities. Furthermore, they faced government pressure to ‘Export or Die!’ Indeed many designs had American inspired features such as the Hillman Californian and the Austin Atlantic, Somersets, Devons, Metropolitan etc. Car manufacturers needed suppliers to succeed. Good suppliers, those who had the capacity and skills in place, were urgently needed to meet demand.
It didn't take a great deal of thought back at Rearsby to work out their next move. Go knocking on the doors of neighbours Rootes (Hillman, Humber, Sunbeam, Singer) 30 miles away in Coventry, Austin in Birmingham and Morris at Oxford. The first product won was the Hillman column gearshift mechanism, which is essentially a joystick control. Slowly, the portfolio of product (made to the car maker's blueprints) began to build up in the late 40s continuing into the 50s/60s. Much of Building No. 5, across Gaddesby Lane and away from the main aircraft hangers was given over to ‘Auster Commercial’.
Whilst the commercial company lacked the glamour of 'exotic' aircraft activity, it became clear to those inside the business, especially those in accounts, the aircraft business ran at a constant loss, whereas the automotive side was profitable and was propping up Auster Aircraft.
Aircraft related outgoings, especially development costs were not being recovered through aircraft sales, even accounting for government army orders of AOPs (e.g. AOP 9). There was also the ominous threat of new technology for this army role - the helicopter, especially from Bell (U.S. and Italy), Sikorsky in U.S., Westland of the U.K., Hiller in the US and Sud Aviation in France.
In 1960 the Pressed Steel Company, a major supplier of vehicle bodies, body panels and related product, purchased Auster. Paradoxically, Auster was purchased for the aircraft business, not the automotive side. Sir Peter Macefield, MD of Bristol Aircraft, had persuaded PSF to become involved with light aircraft. PSF also bought Miles Aircraft (based first at Reading, then at Shoreham) and formed the British Executive and General Aviation Ltd, to be known as BEAGLE Aircraft.
Colleague Jim Robinson, who joined the business in the mid 60s as Personnel Manager, reported peak employment as 1,300 in 1966.
Macefield took on the role of Chairman at Beagle and presided over a major aircraft product development programme - six in total, all running concurrently! From executive twin piston aircraft (Beagle 206) to small gyrocopters (thinking these would be volume products) and a ramjet helicopter. This intensity exhausted both the technical and financial capacity of Beagle. From my reading, Macefield was a good visionary, had good contacts, but was autocratic, not well liked and far from practical. Commercial failure followed commercial failure. The venture lost PSF £3m and Beagle was sold to the government in 1966. Auster Commercial was separated out and (RAL) formed.
In 1968, PSF became part of the UK motor industry merger nurtured by the then Labour Government, namely the formation of BL. BL was created out of British Motor Holdings Ltd (BMC + Jaguar) and Leyland Motors (Leyland Truck & Bus + Rover Triumph) largely as a result of political meddling. Donald Stokes, appointed Chairman and MD, didn't inspire me (I was then, O Series Engine Project Manager at BMC, Longbridge) or look like a leader with the calibre, charisma and leadership qualities to do the job, whatever the job was? The goals remained unclear - other than ‘To be big’.
Tony Wedgewood-Benn, Minister of Technology, a smooth-talking socialist ‘loon’, came to Rearsby to assure Beagle workers that "There would always be aircraft manufacture here at Rearsby". Aircraft manufacture promptly ceased three months later in 1969, with those employed on aircraft activities being made redundant. A lucky few crossed the road to Rearsby Automotive. For decades thereafter, the steps in No.6 Works where Wedgewood-Benn had addressed the workforce were disdainfully referred to as ‘Wedgie’s Steps’.
In 1969 Rearsby Automotive remained alone on one third of the site. Housed at No.5 works on the North site, the area uneven and land-locked, any future expansion would be difficult.