Piper PA-23 Apache Supplemental Type Certificate

degrees for certain headings. The "ra- dio compass" (automatic direction finder) and one of the old Narco Mark 12 transceivers were not working. The flight instructor assigned to give me a check-out in the Apache shrugged and stated the obvious: "This is not an instrument airplane." My reservations about the airplane weIo compounded when I emerged from the preflight inspection covered with grease. The fuel-tank sump drains are located behind little trap doors un- der the engine nacelles. These compart- ments appear to be collection points for engine residue. Checking for water in the fuel is es- pecially important when preflighting an Apache. The fuel-cap hatches are not vented and collect water. Unless you use a kitchen baster or turn the airplane upside down to get rid of the water, there is no way to keep it from running into the tanks when you re- move the fuel caps. In addition to the sump drains, there is a valve that can be opened to drain fuel from the fuel cross feed lines. The valve is opened by turning a knob on the fuel-control panel box, located be- tween the front seats. When opening the valve, it helps to have someone AOPA PILOT' 83 continued outside the airplane to tell you whether or not the system is draining properly. Most of the controls and switches are easily within the pilot's reach. It takes some bending, however, to get at the master switch and generator switches, which are located below the power quadrant. The circuit breakers are behind hatches under the bottom of the panel an~ must be checked by touch rather than by sight. Engine starting procedures are straightforward. The brakes in the Apache I flew felt a bit thin, but it was easy to maneuver the airplane along narrow taxiways and in tight turns. On takeoff, as instructed, I held the Apache on the runway until it acceler- ated to 67 knots. After rotation, the drill is to hold the airplane a few feet above the runway and wait to climb until it accelerates to its best-rate-of- climb speed, 87 knots. The landing gear is left extended until there remains no chance of making a power-off land- ing on the runway. Takeoffs are critical. At 87 knots, the Apache is very close to its best single- engine-rate-of-climb speed (Vyse), 83 knots. The landing gear-as well as the flaps, which are not used on takeoff- are powered by a hydraulic pump on the left engine. If this engine failed af- ter there was no more runway remain- 84 • NOVEMBER 1981 ing for a power-off landing, the pilot would have his hands full. To get the gear up, he would have to give about 40 good strokes on the emergency hy- draulic:'pump handle, located below the power quadrant and between the flap and gear selectors. Unless there is someone in the right seat to help the pilot perform the emergency engine- out procedures quickly and precisely, the pilot's best bet might be to pull the power off and land straight ahead. Even when the emergency proce- dures are performed quickly and pre- cisely, the Apache's single-engine per- formance is marginal, at best. I sampled its performance during my check-out. With the airplane cleaned up and trimmed properly during single-engine work-and with the airspeed indicator pegged at Vyse-the Apache climbed reluctantly at about 100 fpm. Granted, it was a hot day; but the Apache was loaded well below its gross weight. Pilots with experience in flying an Apache equipped with 150-hp engines say its single-engine performance is not marginal-it is abysmal. One pilot said Vyse in this airplane should be considered as the minimum single-en- gine-rate-of-sink speed. The maximum extension speeds for landing gear and flaps on early Apach- es are uncomfortably low. The gear ex- tension speed is 109 knots, and it takes 10 to 14 seconds for the gear to retract or extend. The flap speed is 87 knots, and the pilot needs to give the yoke a healthy push to keep the airplane from pitching up during extension. Some re- lief came in 1960, when Piper boosted the Apache's gear speed to 130 knots and its flap speed to 109 knots. With both engines running properly, the Apache is a pleasure to fly. The controls are relatively light and well- balanced. Noise levels are rather high, but visibility over the sloping nose and the small nacelles is excellent. The Apache is a docile airplane. I performed stalls with a variety of gear and flap configurations. With the yoke held back, the airplane would tremble, drop its nose, gain airspeed, raise its nose, tremble, and so on. The airplane would recover eagerly from these ma- neuvers with application of power. The Apache is a milestone in Piper's history. In the 1940s, the decision to develop a twin was made with some reluctance by Piper, whose engineering and production experience had been lim- ited to simple, tube-and-fabric singles. Piper considered a number of exist- ing designs, including Ted Smith's Aero Commander, before buying an obscure airplane, the Bauman Brigidier, that had been built in California. The APACHE When it comes to an Apache, pride of ownership must be tempered with discipline. AOPA PILOT' 85 continued Vmc (Minimum control w/critical engine inoperative) Vx (Best angle of climb) Vy (Best rate of climb) Vyse (&'5t single-engine rate of climb) Vfe (Max flap extended) VIe (Normal max gear extended) Vno (Max structural cruising) Vne (Never exceed) Vr (Rotation) Vsl (Stall clean) Vso (Stall in landing configuration) 51 KIAS 51 KIAS 54 KIAS All specifications are based on manufacturer's calculations. N/O: not obtainable; N/A: not applicable. 148 kt/570 nm 150 kt/860 nm 165 kt/850 nm /18.8 gph) (112.8 pph/18.8 gph) (168 pph/28 gph) 39 kt/620 nm 142 kt/920 nm 152 kt/910 nm /16.3 gph) (97.8 pph/16.3 gph) (144 pph/24 gph) N/O 143 kt/950 nm 158 kt/940 nm (97.8 pph/16.3 gph) (144 pph/24 gph) 127 kt/665 nm 128 kt/l,OlO nm 138 kt/990 nm /13.8 gph) (82.8 pph/13.8 gph) (120 pph/20 gph) 128 kt/670 nm 130 kt/l,020 nm 143 kt/l,020 nm h/13.8 gph) (82.8 pph/13.8 gph) (120 pph/20 gph) 18,500 ft 17,000 ft 17,200 ft N/O N/O 18,500 ft N/O N/O 5,100 ft 0 ft 5,500 ft 6,600 It 0 ft 750 ft 880 ft ommended Airspeeds 83 KIAS 83 KIAS 87 KIAS 87 (109 KIAS after 1959) APACHE Brigidier, which had engines mounted in a pusher configuration, was aban- doned quickly. In 1948, Piper acquired Consolidat- ed Vultee's Stinson Division, which then was in the process of developing a light twin called the Twin Stinson. This airplane underwent several changes in its transformation into the Apache. Its twin tail design was dis- carded in favor of a single vertical tail, aluminum was used instead of fabric to cover the fuselage, and its 125-hp Ly- coming 0-290s were replaced with 150-hp Lycoming 0-320 engines. Pip- er also considered but abandoned plans to offer the Apache with fixed landing gear and fixed-pitch propellers. The Apache-the first civilian light twin-was introduced in 1954. In 1957, Piper switched to 160-hp Ly- coming 0-320 engines. More than 2,100 Apaches were built between 1954 and 1962. In 1962, Piper introduced the Apache 235. This airplane basically is an Aztec with 235-hp Lycoming 0-540 engines instead of the Aztec's 250-hp engines. The Apache 235 is a rare bird: Only about 100 were built between 1962 and 1966. Over the years, a host of supplemen- tal type certificates (STCs) have been obtained for the Apache. The modifica- tions range from windshield wipers and crop-dusting equipment to Rajay turbochargers and tip tanks. Currently, only one company offers a full conversion. Seguin Aviation starts by giving the airframe a major inspec- tion and overhaul. The stripped airplane then is reequipped with 180-hp Lycom- ing 0-360-A1D engines, a longer nose, a square tail, a dorsal fin, new engine cowls, flap gap seals and wing tips much like Horner wing tips, which improve lift. Finishing touches include new paint and a new interior. This, of course, is the Geronimo con- version. According to Seguin, the Ge- ronimo cruises at 140 knots, indicated, while burning 108 pounds (18 gallons) of fuel per hour at 65-percent power, and at 147 knots while burning about 120 pph (20 gph) at 75-percent power. The most important performance in- creases come in single-engine perform- ance. Seguin said the Geronimo can climb at gross weight (4,000 pounds) under standard conditions with one engine feathered at 750 fpm. Its single- engine service ceiling is 12,000 feet. It costs between $65,000 and 70 KIAS 74 KIAS 97 KIAS 130 KIAS 172 KIAS 216 KIAS 70 KIAS 62 KIAS 95 KIAS 109 KIAS 1,080 ft 1,520 ft 1,450 fpm 220 fpm 176 kt Lycoming 0-540-BIA5 235 hp @ 2,575 rpm 1,200 hr Hartzell constant speed 2 blade, 74 in 37 ft 27ft7.2in 10 ft 3.6 in 207 sq ft 23.2 Ib/sq ft 1O.2lb/hp 5 2,735 lb 2,065 lb 1,2011b 4,800 Ib 864lb/144 gal N/A 12qt 200 Ib/25 cu ft $44,990 $17,000 to $26,000 PA-23-235 1962-1965 70 KIAS 65 KIAS 87 KIAS 1,190 ft N/O 1,050 fpm 180 fpm 159 kt PA-23-160 1957-1961 74 KIAS 66 KIAS 86 KIAS 109 KIAS 109 (130 KIAS after 1959) 143 KIAS 156 KIAS 180 KIAS 197 KIAS N/O 67 KIAS 57 KIAS 54 KIAS 990 ft N/O 1,350 fpm 240 fpm 156 kt PA-23-150 1954-1957 $32,500 to $34,990 $35,990 to $36,990 $9,000 to $15,000 $10,000 to $21,000 Specifications Lycoming 0-320-A lA Lycoming 0-320-B3B 150 hp @ 2,700 rpm 160 hp @ 2,700 rpm 1,200 hr 1,200 hr Hartzell Hartzell constant speed constant speed 2 blade, 76 in 2 blade, 71 in 37 ft 1.75 in 37 ft 1.75 in 27 ft 1.2 in 27 ft 1.2 in 9ft6~ 9ft6~ 207.56 sq ft 207.56 sq ft 17.61b/sq ft 18.61b/sq ft 12.21b/hp l1.9lb/hp 4 (5 opt) 4 (5 opt) 2,200 lb 2,3201b 1,3001b 1,4801b 868lb 1,0481b 3,500 lb 3,800 lb 432 lbln gal 432 lbln gal 648 Ib/108 gal 648 Ib/l08 gal 8qt 8 qt 200 Ib/25 cu ft 200 Ib/25 cu ft Performance Takeoff distance (ground roll) Takeoff over 50 ft Rate of climb (sea level) Single-engine ROC Maximum level speed Cruise speed/Range (Fuel consumption) @ 75% power 5,000 feet @ 65%power 5,000 feet Wingspan Length Height Wing area Wing loading Power loading Seats Empty weight Useful load Payload w/full fuel Gross weight Fuel capacity, std Fuel capacity w/opt tanks Oil capacity ea engine Baggage capacity 10,000 ft @ 55% power 5,000 ft Service ceiling Absolute ceiling Single-engine service ceiling Single-engine absolute ceiling Landing distance (full flaps) 10,000 ft Recommended TBO Propellers Powerplants Price new Current market value 86 • NOVEMBER 1981 $75,000 to have an Apache converted to a Geronimo. Seguin also sells Gero- nimos for $82,000 each. Seguin Avia- tion, Incorporated can be contacted at 2075 Highway 46, Seguin, Texas 78155. Telephone: 512/379-3278. An excellent source of information on the Apache is the Flying Apache Association. The group publishes a monthly newsletter to help its mem- bers keep tabs on maintenance prob- lems and locate parts for their Apaches. For more information, contact: John Lumley, President, Flying Apache As- sociation, Incorporated, 5 Immelman Lane, Hampshire, Illinois 60140. The Apache's dominance as a multi- engine trainer appears to be on the wane. The airplane is entering a new era as a vehicle for personal transporta- tion. The Apache's poor reputation for single-engine performance can be de- bated. After all, when flown properly, the Apache's margin of safety is no more critical than any other airplane. The Apache's strong points are its roomy cabin, its tough steel tubular structure, its relatively good economy of operation and its excellent short- field capabilities. For these qualities, the Apache deserves careful considera- tion by anyone contemplating the pur- chase of a used airplane. 0 SIURDY GOt:S SURfING George Rodgers, who cheCKed me out in the Apache, spent four full days at it. The first hour and a half were given to land- ings and takeoffs with everything working so that I could learn how easily it flew; then we progressed to engine-out emer- gencies. From the beginning; wRodgers made it clear that, unless. a pilot could handle such abnormal operatffi;~,"he had no business flying a light twin. For 12 hard-working hours, we wel)t through the sequence of identifying the failed eng~ne, securing it, retrimm.ing and flying the airplane. At first, Rodg~rs simu- lated engine failures by pulling' a throttle back to idle, then advancing it a bit to pro- vide a no-drag situation, simulating a feathered propeller. After three hours of that, we started doing actual shutdowns, including feathering. Psychologically, it was different to fly with a prop blade standing still, especially when it was the left propeller. That meant the hydraulic pump was unusable, so I had to hand pump the gear and flaps up or down. Maurice Taylor, the FAA examiner, spent an additional four hours putting me through the paces for my multi-engine checkride. We flew slow on one engine, turned into and away from a dead engine, made approaches and go-arounds on one engine-with the prop feathered. Then, Taylor had me make full-stop landings in that configuration. He wanted me to expe- rience the asymmetrical thrust/drag rever- sal when the remaining throttle was pulled back at touch down and to see how long it took to stop the rollout with a propeller feathered. The lesson: Use a long runway; leave some room to fumble. Taylor then led me through the worst- case situation: losing the left engine-the critical engine-on takeoff. In that Apache, 76 knots was Vmc, the minimum single-engine control speed-the very edge of uncontrollability. The only way out was to land before a wing went down, because it would not come up again and the airplane could cartwheel. The Apache required precise speed con- trol with an engine out: at 79 knots, it climbed 54 fpm; at 87 knots, it gained 180 fpm; at 96, it would not climb at all. At 87 knots, I could climb out and make a successful go-around, with the airplane cleaned up. Taylor said that any multi-en- gine check-out must include finding that airplane's magic number. "If you lose an engine on takeoff, there won't be enough time to learn it," he said somberly. I had 1,800 hours in Apaches before I bought my own, my Sturdy Bird, in which I flew 3,852 hours, hopscotching the North . American Continent, including the Baha- mas and the islands of the Caribbean. My regular instructor, Andy Krog, was an airline captain who took flying as a se- rious business. He not only put me through the engine-out ordeal time after time, he included holding patterns, entries to holding patterns, procedure turns and all sorts of instrument approaches-all un- der the hood. For 10 years, I took multi-engine/in- strument refreshers every six months, just as airline pilots do, mostly at AOP A Air Safety Foundation clinics. I was confident in the Apache. I loved that airplane. One day, I took off from Ocean City (New Jersey) Municipal Airport with full fuel, a passenger and a load of luggage. Compensating for a snappy right cross- wind, I opened the throttles, accelerated to 78 knots, tugged at the wheel and lifted off, then reached down and pulled the gear selector up. About 10 feet in the air, the Apache ducked to the left, and that awful out-of-synch racket began. It took a second to absorb that the left engine had quit cold. There was not enough runway remaining to land, and the airstrip was surrounded by houses. I was face to face with that worst case my in- structors had told me about. I did not have time to think. Reflexively, I went through the emergency procedure: left prop control to feather, extend the hand-pump lever and pump like crazy while keeping the wings level and climb- ing enough to clear the housetops. In the 11 seconds it took for the prop to full feather and the gear-up lights to come on, our airspeed had decayed to 78 knots, and the airplane was beginning to shake like my sister Kate-but it was flying. With the drag from full aileron and full rudder, which were required to keep the wings level, the airplane would not accel- erate to the magic number; so I elected to make a gear-up landing on the beach near- by, while I still had the Apache under con- trol. The important thing was to not let that left wing go down. It was a pretty good landing, nose high, full stall, no harder than many of my landings. Unfortunately, we immediately hit the only free-standing dune on three and a half miles of beach. Sturdy Bird was damaged beyond eco- nomically feasible repair. But my passen- ger and I got out safely; and that is what multi-engine training is all about. -FKS AOPA PilOT' 87