Many older aircraft models are viewed with rose-tinted posterity but, for the Piper PA-23 Apache, such fond memories have a genuine foundation. 2004 marks the 50 year anniversary of the first delivery of the aircraft to Europe and, though many aeroplanes have fallen to the wayside over the years, Apache owners know that it is very much alive and kicking.

EBAN spoke to Graham Moore, business development manager at Lockheed Martin, who owned one of the first Apaches to be registered in Europe.

“I bought it originally to save it from the scrap heap,” said Moore, “as I don’t like to see such aircraft going to scrap. It’s owner thought that it was costing too much to keep going.”

He enlisted the help of Massoud Khoshkhou, owner of Andrewsfield-based MK Aero Support and, after significant expense and hard work, the aeroplane was flying again. “I think that to get it back in the air cost the best part of £20,000,” he said.

Moore owned the Apache – registered G-BEXO – for seven months, before selling shares in it to business partners Peter Gill, Keith Hulme and Mike Reid. Gerard Geurtz joined the partnership in its latter years. The group maintained, owned and flew the aircraft for six years.

The four-seater aircraft was built in 1954 and completed in 1955. It features Lycoming O-320-A3A engines, rated with a maximum cruise speed of 151kts.

“I used the Apache mainly for pleasure flights, as most of my business flying was done with my Cherokee,” said Moore. “It’s a PA-23 150 so it’s got the O-320 engines. It’s terribly efficient, with a wonderful airframe, so at cruise you were looking at a comfortable speed of 125 to 130 knots at about 12 gallons an hour.”

As any good pilot will confirm, every aeroplane has a story to tell, and G-BEXO has a typically colourful history. “Before it was G-BEXO it was OO-APH and was owned by the mayor of Gent in Belgium, who used to travel from there to Brussels on his parliamentary visits,” said Moore.

“He bought it from an American surgeon, who had owned it from new, and all it did from 1964 onwards was make these 20 minute flights every fortnight, so it’s got incredibly low hours. It’s still got the original engine, which, along with the airframe, is at about 1,500 hours.

“It’s one of the few Apaches with the anti-spin strake that was put in front of the dorsal fin – because they did have a bit if a reputation on single engine training to be quite difficult to get out of a spin – so it’s one of a few in the world with it,” Moore added.

Citing its consistent performance as one of the best attributes of the aircraft, Moore said: “It was absolutely astounding; we often used to fly at maximum weight. The aircraft was unbelievable and things are supposed to have moved on – I’ve flown loads of twins but somehow I never really wanted to fly anything else.

“We always described it as a ‘gentleman’s conveyance’. That’s exactly how it felt; it has a very upright seating position and you could have a game of hockey in the cabin!”

One of the many aspects of the PA-23, which has added to the longevity of its service, is its versatile airframe. “As an airframe I think it’s fantastic,” said Moore. “Compared with modern aircraft, I think the success of the Apache has said it all really; you rarely hear about accidents with the Apache or Aztec airframe and when you hear of what’s been done with Aztecs, like transporting 45 gallon oil drums around the Arctic, you have to say it’s one of the great designs in history.

“The Aztec is basically the same aircraft, which still has the same airframe, and when you think you’ve gone from 150hp right up to 400hp engines, you can get a flavour of the longevity of the design.”

Despite the Apache’s significant appeal, owners, operators and passengers of aircraft will invariably find fault, even if only with the aesthetic appeal of an otherwise formidable machine.

“It didn’t get the popular vote,” said Moore. “I suppose it wasn’t sexy enough. Also, it’s not the fastest aeroplane, though it is one of the most comfortable.”

Having sold the aeroplane recently, the group who refurbished G-BEXO feel a true affinity with the aircraft and are sad to see the end of an era.

“My co-owners and I worked very hard to keep that aeroplane flying; it was a labour of love,” said Moore. “We had a great time and were very sad to get rid of it. It was beautiful, a really lovely aeroplane.”