shipping: + $8.30 shipping . What defines what is an Apache from an Aztec is the dash after PA 23. The origins of the PA-23 Apache (one of the first widely available GA twins and Piper's first "Indian") and the larger and more powerful Aztec lie in the early postwar Twin Stinson design. However, the ailerons are somewhat heavier than the rudder and stabilator (elevator in early Apaches). Useful Load: 2,020 pounds “You can spend a fortune having a mechanic learn your systems,” one owner said. A Piper Aztec may not be cheap to operate, but its an affordable buy. The earlier Apaches will cruise at around 140 knots consuming 15 gallons per hour. The rear cabin steadily grew throughout the years, adding a third row with a fifth, and eventually a sixth seat. Some insist it began production as the world’s largest flying sweet potato and evolved into Snoopy crouching as he waited for his supper. Shop by category. The most recent, 2009-13-06, applies to all models with a nose baggage compartment and requires inspection and replacement of door and latch components following fatal accidents resulting from a door coming open in flight. It went on sale in 1954. The Apache 235 and Turbo Aztecs climb at about 220 FPM on one mill. Aztec/Apache Accidents: Other. You truly can fill the seats, baggage and fuel (assuming your family all weigh about 150 pounds or less). 1960 1961 Chevy Apache Fender Spear Trim REAR MOLDING OEM … Airworthiness Directives, Piper PA-23 ADs including PA-23, PA-23-160, PA-23-235 and PA-23-250. Figure on about 160 knots on 29 GPH at high cruise for the Apache 235. The best thing about it is its load-carrying capability. 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. Save my name, email, and website in this browser for the next time I comment. If you need the useful load of an Aztec then it is the clear winner. We saw little better during a workout in a Seneca III under a hot Florida sun. It’s one of those aircraft where you can make a control input and then take your hands off the controls until you need to adjust heading, altitude, or speed again. Some say certain parts are becoming difficult to find, while others told us everything is readily available from Piper, PA-23 specialty shops and salvage yards. The plane is not that busy, but never turn down a copilot. Featured Plane Piper Apache The World’s First Modern Twin Trainer The airplane that taught many of today’s airline captains to fly. We cruise at 165 knots at 65 percent power, burning 25 GPH, rich of peak. I was reluctant to get involved with an airplane that seemed to be on the trailing edge of technology, with a welded frame structure and systems that seemed about five years behind a 310 or Baron of the same vintage—plus, for the same fuel burn, it was 20 knots slower. Another idiosyncrasy is the location of the gear lever on the right and the flap lever on the left of the center pedestal. Aviation photos of Piper PA-23 Apache/Aztec aircraft shared by photographers from around the world I think the Twin Comanche is one of the best light twins in the GA fleet, but it isn't for multi-engine beginners. I operated a 1974 Piper Aztec E Model for about two years. Considering the number of Aztecs built, it’s curious that there is no organization devoted to their owners. Other specs remained much the same, although single-engine performance actually suffered due to the higher allowable weight. The D models had minor improvements, including instrument arrangement. Keep the yoke well back to keep weight on the mains and retract the flaps right away. 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. During the 26-year history of the PA-23, 2036 small-engined Apaches were manufactured, 114 Apache 235s and approximately 5500 Aztecs. 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). Stall Speed: 59 knots, landing configuration 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. The fore and aft baggage compartments mean it’s easy to stay in CG. It takes eight hours for one person to remove and replace the cowlings; to me, that’s an incredibly stupid design. In our airplane, 133 gallons of the 140-gallon main fuel load gets you to gross with the max cabin load. Takeoff Distance over 50’ obstacle: 1,980 feet 474) suggesting the deployment of small amounts of flap, rather than stabilator trim, to counter nose-heaviness in the pattern; it works. A Letter From Your Pilot: the Germanwings Tragedy. Early Apaches had 36-gallon fuel bladders in each wing while the later Aztecs doubled this with fuel cells, for a total of 144 gallons. Trim bezel panel from Piper Aztec. In 1959, 368 Apaches were built. 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. Maximum speeds for lowering gear and flaps in Apaches built before 1960 are a ridiculously low 109 and 87 knots, respectively. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. Our current Apache is a 1960 model with all of the Geronimo Mods. Still, even well-equipped Apaches and Aztecs can carry full fuel, four or five adults and baggage, despite zero-fuel-weight restrictions imposed by an Airworthiness Directive (83-22-01) that was issued to prevent damage to wing-attach fittings. John Tamage of Diamond Aire in Montana (the current holder of the Geronimo STCs) has always been very responsive about parts or support. Maximum gross weight was 3500 pounds (to put this in perspective, it’s only 100 pounds more than a V35 Bonanza and less than most of the big six-place singles), with a 1320-pound useful load. Add to Compare. Originally designed in the 1950s by the Stinson Aircraft Company, Piper Aircraft manufactured the Apache … When Piper was through revising it to their likes it was 1954 and the way-too-cute Apache hit the market place; 1,231 were built. The United States Navy and military forces in other countries also used it in small numbers. This airplane, the Aztec B, came with six seats, a pop-out emergency exit window and was available with optional fuel injection and AiResearch turbochargers. Otherwise, adding fluid overfills the system, leading to a very red airplane when the gear is retracted after takeoff. All six seats can be filled in later models with full tanks. 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. There are quite a few ADs on the early airframes, but most of the ADs are inspection based and not egregious. In our opinion, the edge of the single-engine performance envelope on light-light twins—those with normally aspirated engines of less than 200 HP—is really too close to being unsafe for comfort. 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. Example, a PA 23-150 is a Apache with 150 HP engines, a PA 23-160 is a Apache with 160 HP engines. Limiting speeds in later models are a more manageable 130 and 109 knots. If you haven't seen Flight Simulator 2020, make a point of it. It has the O-360 (180 HP), long nose with baggage, aux electric hydraulic pump, aft baggage, flap gap seals, aux fuel tanks (108 gallons total), squared-off tail and fiberglass nacelles. 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. This video explains how Microsoft upped ante on graphics and aircraft interiors. 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. Indeed, many owners do much of their own work under the supervision of IAs. Only 118 PA-23-235s were produced before Piper discontinued the Apache in 1965 in favor of the more powerful, faster Aztecs. The following year, the annual was under $2,000. Our first was a 1955 PA23-150 that had an updated panel and interior, but completely original airframe. We usually run out of room before we hit gross weight unless we’ve got the tip tanks full of fuel. The engines were also upgraded to some more powerful 150 hp O-320-As. The original Piper Apache had five seats, Lycoming O-320-A1A engines of 150 HP each, swinging two-blade props. I flew it 150 hours in that time and found it to be a docile, easy to fly, very comfortable airplane. Reports of parts availability are mixed. Early Aztecs claim 178 to 182 knots while burning about 26 to 28 GPH at 75 percent, more realistic cruise is 160 to 165 knots. All of these Apaches have the older round tail. Several ADs require repetitive inspections and work, and some are quite expensive. The Piper Aztec was sold side-by-side with the Apache, and hurt the lighter airplane’s sales badly. 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. As we looked at the 100 most recent reports of accidents of the Piper Apache and Aztec series we were struck by the low number of runway loss of control (RLOC) accidents—an indication of airplanes with docile ground handling—and the relatively high percentage of fuel-related accidents. 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. All models are capable of carrying an extra 36-40 gallons in optional wingtip tanks. Of course, single-engine performance was anemic, but the vast majority of our midwest flying left the terrain well below the Apache’s drift-down altitude. Just be careful – older Apaches can quickly drain the bank account if not actively maintained. Add to Wishlist. 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 … You can expect to replace a seal every year or so. Propeller: Two-blade, constant speed, feathering 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. Piper Apache Piper Apache Overview The PA 23-150 Apache hit the market in 1954, evolved to 160-hp engines in 1957, then leaped to 235 hp per side as simply a lower-powered version of its offspring, the 250-hp Aztec… 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. Owners also tend to be very picky about who maintains their airplanes. We flight plan for 150 knots burning 18-20 GPH total. 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. Many, but not all, Apaches have been upgraded with dual alternators and vacuum pumps; avoid those that have not. 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. PA 23 is a Piper's manufactures designation for both the Apache and the Aztec. The original Piper PA-23, the Apache, seemed almost round and had such modest powerplants that single-engine operation could be hazardous—just as with other twins with small engines. For example, Piper’s own PA-44 Seminole, a late-1970s design, has 180-HP engines and a useful load of about 1400 pounds. Originally designed in the 1950s by the Stinson Aircraft Company, Piper Aircraft manufactured the Apache and a more powerful version, the Aztec… 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. The Aztec introduced a longer fuselage, longer nose, squared tail, and 5-6 seats instead of the Apache’s four. 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. It hung on through 1965, with a total production run of 114. Horsepower: 160 Gross Weight: 3800 lbs Top Speed: 159 kts Empty Weight: 2230 lbs Cruise Speed: 150 kts Fuel Capacity: 72 gal Stall Speed (dirty): 53 kts Range: 616 nm Takeoff: Landing: Ground Roll: 1190 ft Ground Roll 750 ft: Over 50 ft obstacle: 1550 ft Over 50 ft obstacle: 1360 ft Rate Of Climb: 1260 fpm Rate of Climb (One … 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. There are zero fuel, max landing and max landing tip tank weights to consider, but with a little planning they seldom are a concern. This “Twin Stinson” would become the PA-23 Apache, the world’s first modern multi-engine aircraft produced for the general aviation community. It’s an exceptional multi-engine aircraft with great cargo capacity at the expense of cruise speed. In the early 1950s, the major aircraft manufacturers that had survived the post-war boom and thud scrambled to come up with a light twin. 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. The Apache is very well built, but ease of servicing may not have been a priority, as many maintenance tasks require a lot of labor. Beech and Aero Commander were first off the mark and Cessna was rumored to be coming out with one as well. Is it a Piper Apache PA-23? Or a Piper Aztec PA-27? Of all of the surviving airworthy Aztecs, the one owned by father and son partners Jerry and David Naylor is, without a doubt, the coolest, most technically advanced of them all. Thus was born the Aztec, with six-cylinder, 250-horsepower Lycoming O-540 … Single engine performance in both the Apaches and Aztecs is pretty miserable compared to the Piper Seneca. It is faster, carries more and is easier to maintain. The Piper PA-23 Apache is a twin-engined four-seat touring aircraft produced by the US-American manufacturer Piper Aircraft Corporation.The PA-23 Aztec is an enlarged variant of the PA-23 Apache with five or … The fat, high-lift airfoil has a lot to do with the PA-23’s docility and good low-speed performance, but it costs more than a few knots in speed. Piper Aztec B (Apache) In 1961, in partnership with Sonderjyllands Flyselskab (later to become Climber Air), Lego’s chief pilot, Hans Eric Christiansen, took delivery of a larger aircraft, a Piper Apache, and Godtfred built his own ‘airport’: a wood hangar and an 800 meter grass airfield directly north of the factory in Billund. But for honest handling in a twin and reasonable single-engine performance, it’s one of the best out there. Met-Co-Aire (www.metcoaire.com) offers tip tanks that increase fuel capacity by 48 gallons as well as new wing tips, turbochargers can be had from Rajay (www.rayjayparts.com) and vortex generators from MicroAerodynamics (www.microaero.com). Also, in 1965, Piper came out with a modification kit for Aztecs and Apache 235s, allowing quarter-flap deployment at 139 knots and half flaps at 122 knots. Apaches have generous loading options; most pilots can get away with filling four seats with full tanks and a little bit of baggage. In 1964, with the Aztec C, fuel injection became standard, and there was another boost in gross weight, to 5200 pounds. With it came the tube-and-fabric Twin Stinson, with 125-HP engines and twin tails. The last versions, the Piper Aztec series, by contrast, are capable load-haulers with very good short-field performance. My wife and I have had the pleasure of owning two different Apaches. Major enhancements include a larger cabin, larger rudder, redesigned nose & windshield, aerodynamic improvements to all control surfaces, and larger 180 hp engines. We carry six people easily or five with baggage and golf clubs. The gear and flaps are hydraulic, meaning that the aging system will provide the owner with the joy of tracing leaks on a regular basis. The Piper Apache Club (www.piperapacheclub.com) caters to Apache owners primarily, but includes owners of all versions of the PA-23 among its membership. Passengers: five. PIPER AZTEC PA23-250 • ACCEPTING OFFERS • For Sale, 1961 Piper Aztec PA23-250, $100,000. We called it the "Apathy", and I loved it. During the run of the Aztec C, the engine TBO went from 1200 to 2000 hours, a benefit retrofittable to the older engines with the installation of half-inch exhaust valves. The Piper Apache and Piper Aztec: Birds of a Feather. Or PA-23 Aztec? (Airflow in the fuselage is from the tailcone forward.) The steel tube frame is subject to corrosion, so inspect carefully, especially under the cabin. The F model, as mentioned earlier, could also be fitted with 20-gallon internal tip tanks. Apaches and Aztecs have wings with constant, long chords, and this gives them great slow-speed performance, making takeoff and landing on short fields a breeze. In 1961, Apache production had fallen to 28 airplanes. Your email address will not be published. Our FBO also had a Turbo Aztec D. The Apache was underpowered but the handling was much lighter. It makes those long IFR flights with alternates a snap. $65.00. The PA-23 cabin is spacious and comfortable, with plenty of elbow, head and leg room. The aircraft has hydraulic flaps and gear with manual pump and air bottle as back ups. I guess technically all three designations are correct with the official FAA designation for this aircraft being the Piper PA-23. 1500 hours later, we still find it to be a comfortable, stable, safe and reliable transport. To check the level of the hydraulic fluid, the airplane must be up on jacks with the gear retracted and flaps extended. Pilots flying this modification have reported an increased useful load, better climb performance, increased cruise speed, lower fuel burn at cruise, and safer single-engine characteristics. Lighting. Piper Aztec and Apache Performance, Handling. Everything else is pretty normal. Since these are older aircraft, be sure to check the shuttle valve between the hydraulics and air bottle in the landing gear system. Piper PA-23 Apache and Aztec: Piper light twins started with the purchase of the Stinson line way back in the early 1950s. Shop by category. Whelen LED Aircraft "TAXI LIGHT" (Whelen PAR 36, 4 1/2" Dia) FAA … Wing Span: 37.2 feet Owners of 150- and 160-HP Apaches report 135 to 145 knots on 16 GPH at 75 percent power. Parts availability for some airframe parts can be a challenge, but the vast majority of consumable parts are readily available. We added a GDL69 for weather and installed PlanePower dual alternators to supply adequate and consistent power. If you catch it early, the fix is merely expensive. It is not a fill the tanks and fill the seats airplane, but it’s amazingly close. Top speed was 157 knots, with a published but optimistic cruise of 148 knots, while 135 to 140 knots proved to be more realistic. This wasn’t just about changing a windshield or rudder – Piper Geronimos are essentially entirely rebuilt aircraft. 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. One owner reported that he replaced some valves, hoses and fittings every year so that everything was changed over five to six years. In naturally aspirated B through F models, any load above 4400 pounds must be fuel. A great heater keeps the whole cabin warm. This third row is very uncomfortable for standard passengers though, so many owners have removed this third row to reduce weight and make room for more cargo. The earliest versions of the Aztec differed only slightly in appearance from the Apache, although early Aztecs featured higher performance … A stronger stabilator down spring in the E-model improves longitudinal stability, but control pressure in the flare suffers as a result. The airframes were virtually identical, and it could be hard to tell an Apache from an early Aztec. A positive rate of climb depends on perfect technique and on top of these demands, the pilot is presented with the specter of engine-out handling difficulties, such as the tendency to roll over towards the dead engine. Range: 680 NM Enter your search keyword ... Piper PA23 Apache / Aztec series stainless hardware kit . The Apache 235 and the original Aztec have zero-fuel-weight limits of 4000 pounds. She is from 1955 and powered by two Lycoming O-320-A1A engines. The fat, high-lift airfoil has a lot to do with the PA-23’s docility and good low-speed performance, but it costs more than a few knots in speed. I replaced it with a Cessna 210. Max Weight: 5,200 pounds That task can take quite some time, leading many mechanics or owners to skip checking the oil screen. The Apache first used two 125-hp Lycoming engines which were underpowered but the Apache did make a very good multi engine trainer as it was hard to fly, rugged for training purposes and inexpensive to operate. 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