Way back in the mid 60's Dad was flying for a outfit that had both the "B" model Aztec and also a "C" model, the "B" would out perform the "C". The main difference was the exhaust system, B Aztec had straight pipe's feeding into augmenter tube's. Sound was louder though & 'B" model had a lower gross weight. Also if you had the long range tip tank's it help performance all around as they were Hoerner shaped wing tips, lower landing speed and a little better climb and cruise too.
Yes for maximum short-field performance you will be flying below VMC and need to be operating here only when runway conditions and obstacles require you to do so. I remained above VMC for this take off and only slowed below it on landing once the runway was assured. You can get a dorsal fin modification that lowers VMC to 72 MPH at gross and allows for safe operation at max performance.
Hi Ron, The Aztec is fairly thirsty but it really does depend on how you fly the airplane. Your model of Aztec will also affect the performance that you get. Later models improved the cowling and nose to increase airspeed. At the end of the day though the airplane has a high lift wing so its never going to be as fast as a Cessna 310. Best range is 55 Percent power and if I am light I will plan for 145kts True at 6000feet buring 21GPH. The aircraft is very comfortable to fly at this speed and power setting. If I get closer to gross weight or have a heavy head wind I use 65 Percent power. Now I will plan for 165kts True at 6000 feet burning 25GPH. Lower altitudes are slower and 8000 to 10000 is best for the normally aspirated aircraft. Center of Gravity will also affect performance. I have moved passengers around at 10,000 feet once I had burned enough fuel to get a heavier passenger in the rear seat and I saw a 6mph IAS increase in speed! I have a review video about the Aztec and it may give you some more insight into the airplane. Cheers ruclips.net/video/2kOvMDrGVOs/видео.html
I fly E turbo Aztec and sometimes an F n/a. Never seen anything over 2000fpm sustained in these, maybe that’s because of 2+ souls on board and 25% fuel minimum. C421 climbs 3000 when fairly light but that’s another story.
This aircraft is a B model with no auto pilot or de ice. It's a very light airframe. The turbo models are even heavier and only provide a hp advantage at altitude. You have to be prepared to hold Vx to get the performance and obviously the more weight the worse it will be. It's just impressive that it will do it in any condition. I had just over 100 gallons on board for this video.
Way back in the mid 60's Dad was flying for a outfit that had both the "B" model Aztec and also a "C" model, the "B" would out perform the "C". The main difference was the exhaust system, B Aztec had straight pipe's feeding into augmenter tube's. Sound was louder though & 'B" model had a lower gross weight. Also if you had the long range tip tank's it help performance all around as they were Hoerner shaped wing tips, lower landing speed and a little better climb and cruise too.
One of the most reliable , predictable and capable of all piston twins
I would agree but like all airplanes its only as reliable if it's well cared for.
She'll climb like a homesick angel for anyone that wants to fly it like a single!
Yes for maximum short-field performance you will be flying below VMC and need to be operating here only when runway conditions and obstacles require you to do so. I remained above VMC for this take off and only slowed below it on landing once the runway was assured. You can get a dorsal fin modification that lowers VMC to 72 MPH at gross and allows for safe operation at max performance.
Great Vid, are the Aztecs as thirsty as they say they are? What sort of performance do you get out of the aircraft?
Hi Ron, The Aztec is fairly thirsty but it really does depend on how you fly the airplane. Your model of Aztec will also affect the performance that you get. Later models improved the cowling and nose to increase airspeed. At the end of the day though the airplane has a high lift wing so its never going to be as fast as a Cessna 310.
Best range is 55 Percent power and if I am light I will plan for 145kts True at 6000feet buring 21GPH. The aircraft is very comfortable to fly at this speed and power setting.
If I get closer to gross weight or have a heavy head wind I use 65 Percent power. Now I will plan for 165kts True at 6000 feet burning 25GPH.
Lower altitudes are slower and 8000 to 10000 is best for the normally aspirated aircraft.
Center of Gravity will also affect performance. I have moved passengers around at 10,000 feet once I had burned enough fuel to get a heavier passenger in the rear seat and I saw a 6mph IAS increase in speed!
I have a review video about the Aztec and it may give you some more insight into the airplane.
Cheers
ruclips.net/video/2kOvMDrGVOs/видео.html
@@fastbackflying853 I fly a Turbo Aztec at 2200/24" and need about 28gph at 10.000
I fly E turbo Aztec and sometimes an F n/a. Never seen anything over 2000fpm sustained in these, maybe that’s because of 2+ souls on board and 25% fuel minimum.
C421 climbs 3000 when fairly light but that’s another story.
This aircraft is a B model with no auto pilot or de ice. It's a very light airframe. The turbo models are even heavier and only provide a hp advantage at altitude. You have to be prepared to hold Vx to get the performance and obviously the more weight the worse it will be. It's just impressive that it will do it in any condition. I had just over 100 gallons on board for this video.
what yoke mount are you using. and do you know the diameter of the yoke?
It's a home made yoke mount out of a few old garmin mounts and a modified case for the tablet. Not sure the exact diameter off the top of my head.
How tall are you?
5ft 11inches