Figure on about 160 knots on 29 GPH at high cruise for the Apache 235. Proper recurrent training is the best protection against these shortcomings. It is faster, carries more and is easier to maintain. Piper Aztec and Apache Performance, Handling. Propeller: Two-blade, constant speed, feathering The following year, the annual was under $2,000. Following all of this? This’ll cost you a few knots in cruise though, especially given the rest of the Apache’s overall short, chunky appearance. Maintenance is not user-friendly. A Piper Aztec may not be cheap to operate, but its an affordable buy. Piper PA-23 Apache and Aztec: Piper light twins started with the purchase of the Stinson line way back in the early 1950s. It went on sale in 1954. CB Aviation is proud to bring to market this beautiful 1973 Piper Turbo Charged Aztec. Useful Load: 2,020 pounds Starship Completes High-Altitude Test Flight, Explodes During Landing (Updated), Vaccine Passport: Stop Crying, Get Your Shot, Best of the Web: How Microsoft Flight Sim Recreated the Planet, Even A Numbskull Like Me Can Learn To Fly A Gyroplane, Top Letters And Comments, December 18, 2020, Unwanted Flight Test: The FAAâs 709 Ride, EAA Aviation Museum To Offer Webinar Series, WAI Announces 2021 Pioneer Hall Of Fame Inductees, Hill Helicopters Unveils New Turbine Engine, Canada Mandates 406 ELTs, Foreign Aircraft Need Beacon. It takes eight hours for one person to remove and replace the cowlings; to me, that’s an incredibly stupid design. Early Piper Aztecs require less than 1250 feet. The fifth seat in Apaches and early Aztecs is relegated to the back of the cabin, where it takes up a lot of space in the 200-pound capacity baggage compartment. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. With it came the tube-and-fabric Twin Stinson, with 125-HP engines and twin tails. The E and F models are a few knots slower on the same fuel. Average equipped retail price was $36,235. 474) suggesting the deployment of small amounts of flap, rather than stabilator trim, to counter nose-heaviness in the pattern; it works. We have found that a surprising number of owners are not aware of the limitation, so wing attach fittings should be a checklist item on a pre-buy inspection. Each was all-metal and of semi-monocoque construction. In the air, with everything working properly, the twins feel like big Cherokees, but with more responsive controls. The forum is a fantastic resource for parts and maintenance advice. Max Weight: 5,200 pounds The Piper Apache is one of the slowest certified twin-engine aircraft in the skies. The Piper Aztec was sold side-by-side with the Apache, and hurt the lighter airplane’s sales badly. If that engine quit, the pilot would need to give a hefty 30-50 pumps of the manual gear extension to get the wheels down. Maximum speeds for lowering gear and flaps in Apaches built before 1960 are a ridiculously low 109 and 87 knots, respectively. But for honest handling in a twin and reasonable single-engine performance, it’s one of the best out there. There’s also a CO2 bottle to blow the gear down if the emergency pump doesn’t work. I would also highly recommend an Apache owner join the Piper Apache Club run by John Lumly. This airplane is still being produced by Piper. Look close and add up the upgrades. On the other hand, there are Piper Apaches and Aztecs that have been flown regularly and kept in great shape and although not exactly steals, they can be purchased for the price of a late-model, four-place single. Considering the number of Aztecs built, it’s curious that there is no organization devoted to their owners. There are an astounding number of modifications available for the Apache and Aztec series. Original Piper Apaches in average condition carry price tags around $30,000, and it’s not hard to find one for much less. In 1966, Piper published a service letter (No. Stall Speed: 59 knots, landing configuration The big changes in the PA-23 all happened in the early 1960s. 4570 TT, L/R Engine 401 since extensive overhaul Jan 2014 by JB Aircraft Engines including all new top end, cam & lifters, and refurbished crank cases by Divco ($57841). Landing Distance over 50’ obstacle: 1,585 feet In our airplane, 133 gallons of the 140-gallon main fuel load gets you to gross with the max cabin load. Despite its flaws, the PA-23 is one of those classics that will continue to be in demand for some time to come, most notably for its purchase price & performance combination. While there, check for corrosion in the tubes in the bottom of the fuselage. Despite its flaws the PA-23 is one of those classics that will continue to be in demand for some time to come, most notably for its purchase price & performance combination. In 1959, 368 Apaches were built. The big-engined Piper Apache is faster but is a glutton for avgas. Thus was born the Aztec, with six-cylinder, 250-horsepower Lycoming O-540 â¦ Just be careful – older Apaches can quickly drain the bank account if not actively maintained. The Piper Apache, Aztec, Navajo, & Cheyenne v1.1.0 / 01 nov 19 / greg goebel * In the 1950s, the Piper company -- having made a success of its famous line of "Cub" light civil aircraft -- decided to get into the light twin business, introducing the "Apache" twin, which proved successful, and led to "Aztec" derivatives. Indeed, many owners do much of their own work under the supervision of IAs. The ability of the bulbous airplanes to bleed off speed rapidly comes in handy when it’s time to get into landing configuration. John Tamage of Diamond Aire in Montana (the current holder of the Geronimo STCs) has always been very responsive about parts or support. Reports of adequacy of cabin heat vary, with one owner stating that his passengers had to wrap up in sleeping bags to stay warm during winter flights. It was a wonderful airplane to fly and while it was not going to blaze a path through the sky, you could carry quite a load and the cabin size was very comfortable. This “Twin Stinson” would become the PA-23 Apache, the world’s first modern multi-engine aircraft produced for the general aviation community. In 1961, Apache production had fallen to 28 airplanes. Save my name, email, and website in this browser for the next time I comment. This change in production was more or less the last time the PA-23 would undergo any major changes for the next twenty years of production. Several ADs require repetitive inspections and work, and some are quite expensive. Case in point: when Cessna upgraded its 310, Piper countered by adding a fifth seat and bigger engines to its Apache, thus creating the PA-23-250 Aztec. The Piper PA-23, named Apache and later Aztec, is a four-to-six-seat twin-engined light aircraft aimed at the general aviation market. The United States Navy and military forces in other countries also used it in small numbers. We added a GDL69 for weather and installed PlanePower dual alternators to supply adequate and consistent power. For example, Piper’s own PA-44 Seminole, a late-1970s design, has 180-HP engines and a useful load of about 1400 pounds. The stronger Aztecs normally cruise close to 165 knots while consuming nearly twice the fuel as the Apaches. The first was the upgrade to the engines; 160 hp O-320-B engines were added to the Apache and designated the Apache E. This aircraft would undergo some other small modifications, including a slight increase to the cabin length and replacing the O-320-B engines with the O-320-B2B; this final designation was the PA-23-160 Apache H. The second event was the introduction of the Piper Aztec PA-23-250. The irresistibly low prices on some of these airplanes could be siren songs and due to the complexity of the systems, keeping one of the neglected birds airworthy has proven to be expensive to more than one buyer seduced by the low price. Apaches continued to come off the line with the 150 hp engines with only minor modifications made to the airframe until 1958 when two notable events happened. â¢ Contact Norman Earle - MOTOPLANE PARTS, LLC, Owner - located Hastings, FL United States â¢ Telephone: 386-689-0244 â¢ Posted November 18, 2020 â¢ Show all Ads posted by â¦ The Aztec F added an auxiliary hydraulic pump on the right engine. Also in 1962, Piper added a longer nose to the Aztec, housing a baggage compartment. Top speed was 157 knots, with a published but optimistic cruise of 148 knots, while 135 to 140 knots proved to be more realistic. A batch of World War II letters offers a glimpse of the high personal cost of flying bombers and fighters in their intended use. By the end of the 1950s it was clear that the market wanted something bigger and faster out of Piper, and Piper wanted something that could compete in passenger and baggage space as well as performance, even though the Apache had gained a fifth seat in 1955. As fuel bladders age, owners report a frustrating frequency of leaks, so periodic inspection and replacement has to be included in the budget. All rights reserved. The United States Navy and military forces in other countries also used it in small numbers. For example, the original nacelles offer quick access to the engines, but to gain access to the oil screen one must drop the lower nacelle assembly. The last model to roll off of the Piper line in 1981 was the six-seat PA-23-250 Aztec F with 2 x 250 hp fuel-injected IO-540 engines. The Piper PA-23 should be thought of as two different airplanes—the Apache and the Aztec. My wife and I have had the pleasure of owning two different Apaches. She is from 1955 and powered by two Lycoming O-320-A1A engines. That task can take quite some time, leading many mechanics or owners to skip checking the oil screen. Piper Twin Engine Parts; PA23 Apache, Aztec; Lighting; Filter by. During the 26-year history of the PA-23, 2036 small-engined Apaches were manufactured, 114 Apache 235s and approximately 5500 Aztecs. Pilots do get these mixed up, and the latch that’s supposed to prevent inadvertent gear retraction doesn’t always work. The rear cabin steadily grew throughout the years, adding a third row with a fifth, and eventually a sixth seat. Single-engine performance is on par with other light twins; that is, it’s pathetic. The Aztec introduced a longer fuselage, longer nose, squared tail, and 5-6 seats instead of the Apacheâs four. Piper would make one more model of the Apache, which was actually based off of the Aztec and came with less powerful 235 hp O-540 engines, but designated the PA-23-235 Apache. Shop by category. Published climb rates are between 110-240 feet per minute, but most Apache pilots know that this is only realistic in optimal conditions. Gross weight is 5200 pounds, useful load 2000 pounds, max cabin load 1200 pounds. The Piper Aztec grew from the Piper Apache design, and the two aircraft share the same model numerical designation of PA-23 established during the original Apache certification. The Apache 235 and Turbo Aztecs climb at about 220 FPM on one mill. We called it the "Apathy", and I loved it. John has been an aviation enthusiast since the age of ten. The F model, as mentioned earlier, could also be fitted with 20-gallon internal tip tanks. Originally designed in the 1950s by the Stinson Aircraft Company, Piper Aircraft manufactured the Apache â¦ In fact, many pilots have reported being barely able to maintain altitude on a single engine with a loaded PA-23 on a hot day. Diamond Aire (www.diamondaire.com) performs the Geronimo mod, and offers a number of other mods for the Apache-Aztec line including redesigned noses, dorsal fins, a speed-slope windshield, gap seals, vortex generators, tip tanks and inflatable door seals. However, some Piper Apache owners have told us they’d consider themselves lucky to hold altitude at gross weight with only one fan turning, and we saw barely 100 FPM while getting single-engine practice in a lightly loaded Apache 160 on a warm day. Max Cruise Speed: 178 knots Airworthiness Directives, Piper PA-23 ADs including PA-23, PA-23-160, PA-23-235 and PA-23-250. The PA-23 was not initially designed by Piper Aircraft. I’ve come to have a great deal of affection for the Aztec, even though it frequently seems to know how much money I have on hand and breaks something that costs that much. The last model to roll off of the Piper line in 1981 was the six-seat PA-23-250 Aztec F with 2 x 250 hp fuel-injected IO-540 â¦ Newer, heavier Aztecs use up a bit more real estate, but not much: Figure on about 2000 feet to leave and less than 1600 feet to arrive over a 50-foot obstacle in an E or F model. Since these are older aircraft, be sure to check the shuttle valve between the hydraulics and air bottle in the landing gear system. We usually run out of room before we hit gross weight unless we’ve got the tip tanks full of fuel. A couple of years later Piper lengthened the nose of the Aztec slightly, added a sixth seat, and upgraded the engines to the fuel-injected IO-540s. The best thing about it is its load-carrying capability. Twins aren’t cheap to operate and the Piper PA-23 is no exception. It’s laid out in the traditional manner, and these airplanes are so old now that modifications through the years have left each one like a fingerprint and totally unique. The Aztec is an extended and all the more effective advancement of the Apache controlled by two six chamber 185kw (250hp) O-540s, and Aztecs were initially conveyed from â¦ A few Piper Apache owners even remove the seat from the airplane, as it is virtually unusable and is just excess weight. I eventually took one of the middle seats out, which turned the rear seat into a very comfortable spot with great legroom. We have consistently been informed that a good experience in owning an Apache or Aztec depends on having a thorough pre-purchase inspection and good initial and recurrent training. The Piper Apache / Aztec was Piper Aircraft’s first twin-engine production aircraft and over 7,000 were produced over close to a thirty-year time span, with multiple variants over the years. It’s likely, however, that a PA-23, either Apache or Aztec, bearing a used-car price tag has had quite a tough life, including use as a multi trainer or cargo-hauler and eventually retiring into neglect and disuse. Many, but not all, Apaches have been upgraded with dual alternators and vacuum pumps; avoid those that have not. All six seats can be filled in later models with full tanks. If you need the useful load of an Aztec then it is the clear winner. Enter your search keyword ... Piper PA23 Apache / Aztec series stainless hardware kit . The longer, pointed nose is a detriment from the radar standpoint, according to Aztec expert Tom Baum. From the Aztec B to the Aztec F, there were some changes to instrument panels and controls, some slight modifications to wingtips and engine nacelles for better performance, and one more nose elongation in the Aztec E. A turbocharged model, the PA-23T-250 was also available for an extra $10,000 (the base price of a Piper Aztec E in 1971 was $70,000). With sales of the Apache 235 declining, Piper developed an improved version of this aircraft in 1960 which introduced a 250 hp / 186kW O-540 engine and provided six-seat capacity. The PA-23 Apache/Aztec was the first twin-engine aircraft built by the Piper Aircraft Company, and between 1952 and 1981 they turned out nearly 7,000 of them. The Piper PA-23, named Apache and later Aztec, is a four-to-six-seat twin-engined light aircraft aimed at the general aviation market. If you haven't seen Flight Simulator 2020, make a point of it. The first annual was hugely expensive, around $12,000, but covered a lot of deferred maintenance, the nose landing gear replacement being the largest item. That airplane turned out to have crushed heat ductwork requiring many hours of labor to fix and even then, the result was not adequate, despite also plugging the many leaks in the aft cabin bulkhead. (Airflow in the fuselage is from the tailcone forward.) Its fat, constant-chord wing allowed it to use the abundant short runways of the day but, with the chubby fuselage, kept cruise speeds leisurely. The Piper PA-23, named Apache and later Aztec, is a four-to-six-seat twin-engined light aircraft aimed at the general aviation market. The Geronimo conversion of the Apache ups the power to 180 HP a side, reworks much of the fuselage and turns the airplane into a reasonable performer on one engine. No exception series stainless hardware kit fly as much below gross weight new style props installed to. 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