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Aviation History
1955
1955 - 1137.PDF
251 HANDLING the PIPER APACHE Lightest and Cheapest of the American Light Twins By C. M. LAMBERT TWO Piper PA-23 Apaches recently passed through GatwickAirport on their way from the Piper factory at Lock Haven,Pennsylvania, to Pretoria, South Africa. They were ferried to England by pilots of an American company, Fleetways, Inc.,and were taken over by Col. F. C. Ellilt-Wilson and Col. O. G. Davies for delivery to Pretoria Light Aircraft, Ltd., at Wonder-boom airfield, Pretoria. At Gatwick, the A. J. Walter Co., Piper representatives in the United Kingdom, removed the extra fueltanks fitted in the cabin for the Atlantic crossing and prepared the aircraft for the onward flight. The Apache is the first all-metal aircraft that Pipers have putinto production (though not the first such airframe they have built and flown) and it is powered by two 150 h.p. LycomingO-320 "flat four" engines which are also fitted in the Pacer and Tri-Pacer. In the Apache, Pipers have preserved all the featuresof simplicity and easy maintenance, and the light-aircraft handling qualities, of their earlier types, while offering a twin-enginedmachine that will lift its own empty weight in fuel and passengers or freight. The aircraft has a reasonable wing-loading of 17.2 Ib/sq ft, a topspeed of 180 m.p.h. and a service ceiling of 10,500ft. It will cruise at 170 m.p.h. at 6,000ft on 75 per cent power and at162 m.p.h. at 9,000ft on 65 per cent power; consumption is respectively 18.8 U.S. gal/hr and 16.3 U.S. gal/hr. Ranges forthese two speeds are respectively 620 statute miles and 710 statute miles, with an extreme range, at optimum power settings, of840 miles. Fuel capacity is 72 U.S. gal with optional extra tanks in each outboard wing panel holding a further total of 36 U.S. gal. Single-engined performance is as good as one could wish, witha rate of climb, at full load, of 240 ft/min at 95 m.p.h. and an absolute ceiling of 6,750ft. In fact, a company in South Africawas considering using an Apache for photographic duties, but had to be sure it could work at 20,000ft. They tried the firstApache to be delivered there (it had been flown over via the Azores and West Africa by the two Piper sons) and climbed itat full load to 21,000ft. They cut one engine during the descent at 9,500ft and were able to maintain height. The Apache carries four people and 200 1b of baggage. Ithas hydraulically operated undercarriage and flaps, steerable nose- wheel, hydraulic brakes, cabin cooling and a combustion heater,and can carry a variety of radio equipment and blind-flying instrumentation. The particular example I flew recently, regis-tered ZS-DME, carried a full blind-flying panel, but only V.H.F. radio. The seats are sumptuously upholstered, and I noticed thatthe lap-straps are anchored to the floor; the baggage locker has a separate hatch on the right side of the fuselage which cannotbe shut unless the key is actually turned in the lock to secure it. There is a single entry door on the same side and the frontright-hand seat is arranged to slide back or forwards and also to tip forward to leave ample room for entry. In fact this is theeasiest aircraft to climb into I have yet met. I climbed in with Col. Ellilt-Wilson and he showed me thecontrols. The panel is straightforward and simple, with dual boost gauge and separate r.p.m. gauges, each with built-in enginerunning-time counter. All indications for fuel, oil and cylinder heads are in small rectangular instruments ranged in neat butnot too easily studied rows low down to starboard. Operating ranges and danger levels are marked in the appropriate colours,so that if one knew how to start the engines one could fly the aircraft happily without conversion. The master battery-switch and starter buttons are carefullyhidden under the consoles to prevent casual visitors causing damage. Magneto and fuel booster-pump switches are all in arow on the left, together with sundry light switches. Throttle, The Piper PA-23 Apache, ZS-DME, at Gatwick shortly before the writer flew it with its South African pilot. pitch and mixture levers are on the central pedestal, all the sameshape and colour, but different in length and angle of mounting. Flap and undercarriage levers are below these, distinguishableas an aerofoil section and large plastic wheel. After either has been operated it clicks noisily back to the neutral position whenthe required operation is complete. Undercarriage position indi- cation is by three green lights which show each unit to be lockeddown; no lights mean that one or more legs are unlocked, and a single amber light shows that all are locked up. This stays litall the time, and it is, therefore, difficult to tell which is the offending leg if one fails to lock. Emergency operation is by ahand pump with a retractable handle on the pedestal or, for undercarriage lowering only, by air bottle triggered by a valveunder the left-hand seat. Fuel control is from a small panel between the seats. Thetwo on/off cocks are always left "on," and the priming pump plungers are just ahead of them. Cross-feed pump and heaterfuel supply are here also. Trim is provided for elevator and rudder, and both are in the form of coaxial] y mounted windinghandles in the roof, the elevator handle being much longer than the other. Trim position indicators are also up here, close besidethe handles. Col Ellilt-Wilson primed, switched and started the enginesand we taxied straight out. The cockpit is comfortable and the visibility on the ground excellent. The nosewheel is steered withthe rudder pedals, and differential brake can be applied by toe pedals, situated on the left rudder bar only. Since the enginesare the same as that in the Tri-Pacer (described in Flight on August 12th) ground running is limited to 1,850 r.p.m. and fourminutes, regardless of indicated oil temperature. We therefore made a brief magneto check and took off straight away. As the loud click showed that the undercarriage lever hadreturned to neutral and the wheels were up, we setded to the climb at 28in boost and 2,300 r.p.m. At a few thousand feetwe trimmed for cruising at 24in and 2,200 r.p.m. and the airspeed built up to 135 m.p.h. The cockpit was notably quiet and speechwas possible without raising the voice. R/T. conversation relayed through the cabin loudspeaker was clearly understandable. Ajet of cool air (adjustable for both direction and strength) played on my forehead, and more cool air could be let in over the feet.Ventilation on the ground is not so good, since no ram-air is available and the only opening window is the clear-vision panel.
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