PAGE THREE
On takeoff, the 170 hp engines don't yank your hat off in acceleration.
Once the airplane has started rolling and the effects of some of the
drag reduction start to be felt, the difference between
the Geronimo and an Apache become readily apparent. At speeds above
50 mph, even before the gear is up, the Geronimo conversion looks like
a good investment.
At the recommended climb speed of 110 mph, we were showing
about 900 fpm on a 85 degree day. We had full tanks and only two souls,
which on Henry's airplane is technically full gross. The 180 Geronimos
can carry six folks and enough fuel for a 575 mile trip with 45-minute
reserve (at economy cruise).
Pushing over into cruise, I brought everything back to 23 square, and
I had to smile at how easily the props synched. Apache's have always
been easy to synch. The book said that power setting at our altitude
was 63 percent and we were truing about 140 knots, which is almost
identical to what a new 160 hp Apache was supposed to do. The operative
phrase there is "supposed:' Watching Henry's airplane during the
photo work, it was obvious his gear doors were far from
being rigged, since they hung part way open — probably totally
negating their streamlining effect. Also, the flaps and/or
ailerons are out of rig, since they miss lining up by about an inch.
That could be a Geronimo speed trick, reflexing the ailerons, but I
doubt it.
In flight, the Geronimo is like having your own mini-airliner. The
controls are what would be expected on an airplane such as this, which
is to say they aren't especially light and the airplane responds in
a reasonable manner. The controls work with the stability
in such a way that the airplane is not only willing to drone ahead
forever without the help of an autopilot, but it is probably a pretty
good instrument platform.
We went up to a local airport to check out a Vampire being restored
and I was surprised, when I found the Geronimo definitely doesn't slow
down like an Apache when coming into the pattern. That's not to say
it's a rocket, but an Apache's airspeed generally followed the throttles — to
slow down for the pattern only took waiting a few seconds after bringing
the throttles back. The Geronimo makes you wait a lot longer and actually
work little.
A few degrees of flap makes the airplane more willing to behave in
the pattern where we turned final at 95 mph, slowing to 85 mph. With
85 being Vyse, there wasn't anything to worry about in the approach.
It's a good idea to slow the airplane down as soon as the runway is
made because 85 is entirely too fast to flair. The power off stall
speed is 54 mph, which we proved. so it would make more sense to come
over the fence at 75 or less. In any situation, the airplane
proves its docility by sitting there all day, letting me
get and hold an attitude until the mains clunked on gently.
Going back home I zero thrusted an engine and played with different
speeds, finding I was actually down at around 70 mph before running
out of rudder. At that speed, I was so slow I started to
feel silly. Dropping the nose, while keeping one engine powered-down,
brought the airplane quickly up to 85 mph, although we started to get
a positive rate a little before that.
Back home, I felt I didn't know the airplane well enough to make a
short approach so I backed it off and then aimed at our 2000-foot strip.
As it turned out, I was being entirely too conservative.
If I would have listened to my own advice and slowed when the runway
was made, I could probably have turned off at the intersection
with a minimum of sweat. As it was, we didn't miss by much.
After such a short introduction, I can hardly say I know Geronimos
well. Since I was flying the 170 hp version, it could probably be said
I don't know Geronimos at all. I can absolutely say I am impressed
by the differences the modifications have made. Seguin took what was
basically a forgiving and potentially good airplane and made it into
one that is even more forgiving and is realizing its potential. There
have been enough independent tests done on the machine that the advertised
192 mph cruise has, if not verified, is at least in the ball park.
Even at 185 mph on 17 gallons, the Geronimo's a hell of an airplane.
There are lots of Twin Comanche owners stating their airplane will
run away and hide on even less fuel. They are right. but there are
lots of pilots the Twin Comanche will eat alive while getting a good
landing out of one is a major event.
Aztec owners can point out that their airplane is faster and handles
almost as easily, but they don't mention the fuel and maintenance
differences brought on by the six cylinder engines.
With the constant flow of good airplanes overseas, aircraft such as
the Geronimo start to make more sense. Of the over 200 Geronimos
in the States, a sizable percentage of them are still flying and bring
prices in the $45-$85,000 (1990 prices) range depending on time and
avionics. In some cases, that puts them right up with Aztecs, but finding
a good, low-time Aztec is reportedly turning out to be a difficult
job as the years roll on.
Apaches, especially those needing engines, props or both are hitting
rock bottom, with prices under $10,000 in some cases. On the other
extreme, we're starting to see fully restored Apaches in the classic
line at local airshows, which I think is fantastic. Unfortunately,
a fully restored Apache is going to run in the S25-S30.000 bracket.
With an increasing number of Apache airframes starting to pile up in
the forgotten corners of airports, maybe the Geronimo approach to airplane
recycling is beginning to make more sense. Maybe not. Seguin reports
they are only doing one or two a year. The complete conversion runs
about $120,000 or they will sell you a completed airplane for $150,000
plus avionics. The engines and props alone account for nearly half
the total reconversion cost.
Still, the Geronimo and its ilk are still the only light twins available
that are honestly user-friendly and that's something worth considering,
when looking at prices. Lose one engine coming out of a short runway
and it will make any extra money spent look cheap.
Am I going to buy a Geronimo? No, because they don't hammerhead
well but I'd certainly recommend them for folks who need a traveling
machine that's as friendly as a warm puppy. BD
For Current Information on the Geronimo from its current producer
to go: http://www.diamondaire.com/index.shtml
For
lots more pilot reports like this one go to PILOT
REPORTS
|
