[Eric Parks]

Eric Parks on October 4, 2021 at 8:03 am #20967

Which original version of these planes had the lowest stall speed in landing configuration (VS0)? Please note these are the “official” numbers from the Apache POH or as listed on Rising Up Aviation (risingup.com) and are from the POH for these planes. Remember this is the first model of these planes so later versions don’t count!

1. Cessna 182
2. Piper Comanche 180
3. Piper Cherokee 235
4. Piper Apache 150

If you guessed Piper Apache, the only twin engine in the group, you are correct!
1. Cessna 182 VS0 54 kts
2. Piper Comanche 180 VS0 53 kts
3. Piper Cherokee 235 VS0 52 kts
4. Piper Apache 150 VS0 51 kts

Now, which plane has the best rate-of-climb (standard conditions)?

If you guessed Piper Apache you are correct again!
1. Cessna 182 1120 fpm
2. Piper Comanche 180 910 fpm
3. Piper Cherokee 235 825 fpm
4. Piper Apache 150 1250 fpm (note: POH lists 1350 fpm but chart says 1250)

Now let’s look at cruise speeds. Which has the fastest normal cruise speed? Remember these are the “official” cruise speeds as listed on Rising Up Aviation.

Surprise! Piper Apache again. In this case I doubt the numbers are accurate but this is what is listed.
1. Cessna 182 135 kts
2. Cherokee 235 136 kts
3. Comanche 180 139 kts
4. Apache 150 148 kts

So, what’s the point? The Apache competes very well when compared to planes that are well regarded single engine planes. A “slow” Apache actually has some good points when compared to some popular single engine models that are more in it’s price range. Besides the “numbers” the Apache has the widest cabin, a huge baggage hold and a rugged gear with big tires for good grass field work. Of course, on the downside the Apache also has the highest fuel burn, the most cylinders and two props instead of one. But those reliable Lycoming 4 cylinder O-320 engines help balance that out.

Only comparing the Apache to other much faster and more powerful twins may be missing the whole point of the Apache. I like that I get real twin engine redundancy but don’t have to pay the big bills some other twin drivers pay. Also, the Apache mixes in with other GA traffic very well and can handle smaller airstrips as well as larger airports pretty easily. That big, fat wing that makes it so “slow” also gives it great handling and makes it easy to get great landings. It’s a great fun VFR plane but also a good IFR platform. Sometimes less is more!

[Eric Parks]

Eric Parks on September 27, 2021 at 7:02 pm #20960

Climbing out of AVL at dusk on a smooth and cool September evening.
Wifey and I did the $200 enchilada run to Asheville, NC this evening. Got my First Class medical done (yea!!) and then we headed out to the airport. Jumped in the Apache and flew the rest of the way to KAVL. Then got a Lyft ride to an old favorite restaurant. Then just reversed the whole process. It was such a nice day I wanted to get to enjoy it by flying. The climb out over the hills south of Asheville was just at dusk and the wife got a great pic I wanted to share.

[Eric Parks]

Eric Parks on September 25, 2021 at 4:57 pm #20958

My friend Brent came along with me. He is also building a Bearhawk with me that we hope to have flying soon.

We got to park right next to the flight line

Brent found his favorite, a P-40 he hoped to see. He is building a P-40 (yes, another story!).
A highly modified Franklin 220 hp powered Geronimo Apache parked one plane over from us.
It was a great day with perfect weather

We finally got to Triple Tree and the wait was worth it! The weather that on Monday had shut us out was now gorgeous. Also, we had more time to work with since my friend Brent is off work on Saturday. We met at my house and drove over to Shelby. We loaded up and I preflighted and gassed the mains on the Apache. Then off we went for the short flight. I had never flown myself into a fly-in before so this was a first although I had gone with my father in the past. So it was a great “first” for the two of us to enjoy together. Shortly after landing I noticed another Apache arriving and it parked only one plane over from us. It was a highly modified Geronimo and has 220 hp Franklin engines. There can’t be very many of those around!

The Apache seemed totally “in it’s element” at Triple Tree and was a great plane to enjoy for the trip!

[Eric Parks]

Eric Parks on September 20, 2021 at 6:56 pm #20949

Putting the Apache back in the hangar.

Today was going to be a fun day to fly to Triple Tree. However, early low ceilings and later rain put a damper on that. So my buddy Brent that is going to Triple Tree with me agreed to put it off until Saturday. We think that will be a better day anyway. Originally I wasn’t able to go on Saturday but that has opened up.

So…. Since I couldn’t go to the fly-in at Triple Tree I got to work with my mechanic on the plane today. We got the final parts put in for the nacelle screws as there had been a few that needed attention. Then we put our attention on the fuel gauge switch. After adjusting it we think we have cured the “flaky” gauge. The microswitch needed adjustment. Also, the right fuel tank selector lever was very stiff. After playing with it we decided it was the cable itself that was dragging. So we lubricated it and worked it a bit. So far that seems to help so we will wait and see how it goes for now but it looks like that is taken care of. HOWEVER, in digging into the underneath of the plane we found the aileron cables are starting to touch on the sheet metal that forms the rear of the footwell. No issue yet but that is not something to ignore. So that will get attention very soon. I am always careful to do my control checks and I will be extra attentive to them for now. But I don’t see any issue right now.

We got in a few trips around the pattern just “because” and the plane is flying well. We have moved to the “optional” part of improvement for 89P and we now get to do more “fun” stuff. I have quite a bit planned yet so hopefully we will get to do all that in the coming months.

[Eric Parks]

Eric Parks on September 16, 2021 at 12:47 pm #20946

Steve, the tool worked great about 3 times and then fell apart in his hands. I think he said it cost $75 and when he called them on warranty they said it was out by a week or two. So he wasn’t too impressed with the cheap quality. So he needs to find one that works as well but doesn’t fall apart!

Update: he has bought another tool for bleeding brakes so we will see how well that one works.

[STEVE]

STEVE on September 15, 2021 at 8:29 am #20945

Hi Eric,
Thanks for posting the on going adventures of you, your mechanic and your Apache. Your posts are always welcome.
Please ask your mechanic what tool he bought for bleeding the brakes. Bleeding Cessna brakes is easy, Piper brakes can cause mechanics to chew their fingernails, or worse.
Thanks
Steve

[Eric Parks]

Eric Parks on September 14, 2021 at 7:07 pm #20944

Getting ready to take the plane out to check the brakes and do some speed runs

I really like the polished spinners. But you have to stay on top of the polishing!

Took the Apache out to check the brakes again. It looks like the brake issues are finally behind us. Now we get to the more “fun” part of the rehab of 89P. I am looking at new Manifold Pressure, Tachometer, CHT/EGT and Fuel Flow gauges. Right now I have one manifold pressure needle that “vibrates” and the left tach reads low by about 100 rpm (I bought a hand held digital tach to check the tachs). The CHT gauges are giving way different indications and it doesn’t currently have any EGT gauge. The fuel flow is a very nice JPI instrument but the right side doesn’t read correctly at all. The left side always seems high. So it’s time to get all that squared away.

Today I did some “speed runs” and just enjoyed the nice weather and looking out the window while the autopilot did the work. At 8500′ I got speeds from 139 kts at 2500 rpm to 129 kts at 2000 rpm. At 2200 rpm it was getting 135 kts so I think that will be my typical cruise rpm for now.

The plane is performing well so far as I’m concerned so now I want to get the less important things taken care of.

[Eric Parks]

Eric Parks on September 9, 2021 at 7:14 pm #20938

LED lights work great. They are bright even in full sunlight.

Quick picture of AVL scenery while waiting for takeoff clearance at runway 35 at AVL.

Got to test fly the Apache today. Brakes worked great. I couldn’t see any hydraulic fluid leaks so we will continue to watch that but hope it stays fixed.

I took off and it was such a gorgeous day (after low ceilings and rain this morning) that I just had to do more than pattern work! So I climbed up going west and called Asheville approach for landing. They were fairly busy but they worked me in after some vectoring to the south. Actually this worked great as I was able to set up the ILS and fly it visually to see how it all looked. I LOVE the G5 displays!

On landing there was a bit of northerly wind and I easily made the first turnoff. I was ready to depart and as I was getting ready to take the runway I saw the left main fuel tank gauge was on empty. I knew it should have plenty of fuel but decided I should check it out on the ground, not in the air. So I told tower I had a low fuel indication and they had me taxi down the runway to clear (two Navy trainer jets behind me!) and I went to Signature to get fuel. Of course it was just a “flaky” gauge. So we need to check the switch on that as it has to switch from MAIN to AUX indications with the fuel lever and I think that is where the issue is. I can push the lever and get the needle to “bounce”.

No issues going home and I’m getting more at home in the Apache.

[Eric Parks]

Eric Parks on September 6, 2021 at 7:05 pm #20929

Got to go out to work on the Apache today. We dived right into the brake issue. We found the hydraulic reservoir about empty. So we filled it. And the brakes worked great on the first try. Hmmm….
We checked all over the bottom on the plane including removing the huge belly pan and we just couldn’t find enough hydraulic fluid that would indicate that big of a leak. So we cleaned everything off and we will carefully watch for leaks and fluid usage. At least the brakes themselves are ok.
Once the brake was taken care of we got into replacing the fasteners on the left engine. We got it almost finished. Just a few that need a different size washer and one that will need repair. Otherwise it is finished. We did find two minor issues that we fixed while we were in there. A cooling blast tube for the magneto was loose so it was riveted back and we found a missing rivet on a patch on the firewall so it was replaced as well. Also, we noted areas in the engine cooling baffles that will need to be fixed on the annual.

[Eric Parks]

Eric Parks on September 2, 2021 at 6:50 pm #20924

Picture is 89P sitting on ramp with the “big iron” behind her at KSOP.

Had time and good enough weather to fly a bit. We had not gone to Pinehurst yet so that became a “quick trip” destination. Overall it went well and while I had planned to fly south of the Class B airspace around KCLT we got cleared by ATC to fly through the Class B at 8500′. That really helped to shorten the trip which was much appreciated as we had about a 10 kt headwind.

KSOP (officially Moore County) is a fairly busy airport for a smaller General Aviation airport. While listening to the Unicom on arrival I heard 3 different planes and once on the ground there was an Air Force C-130 starting up. I taxiied around them to our parking spot near the FBO.

Wifey and I went into Pinehurst to lunch and browse. The FBO very generously gave us the Courtesy Car and we didn’t even buy fuel. I offered to top the mains but it wasn’t worth pulling the fuel truck around for!

On taxi out the right brakes acted up again. They had felt a little weak on taxi out but they were working. So I continued to do my run up. The plane “inched” forward as I checked the engines and now I was unable to get enough from the right brake to avoid a taxiway light in front of me. Decision time. I shut down the engines as there was no other option there. Wifey got out with me and I pulled the hand held tow bar out of the baggage compartment and we pushed the plane back enough to allow a forward taxi again. Started up again and tried the brakes enough to see that I was getting some braking on the right. Since I had lots of runway ahead of me and lots at my destination I took off and we flew back to Shelby. Everything was normal except I was being super careful on turning to the right. No problem once I knew to be gentle with it.

We had a little tailwind going back but didn’t get cleared as direct to Shelby so it was a little longer mileage wise but a few minutes shorter time wise for the return.

So, a nice day of flying but the Apache is back in the hangar waiting on more attention for the right brake. Hopefully we can get the brake issues taken care of and move to other things!