Montana Diamond Aire

Now Available!

Rams-horn style control yokes

We currently have this STC, but our supply is back-ordered.
A new manufacturer is in the process of designing an updated style yoke similar to the Aztec F yoke.
It will include push-to-talk switches on both yokes, provisions for autopilot cut-off switches on both yokes, and electric trim switch-mounting provision on the pilot yoke.
Price will be about $1,295 per pair.

Rochester engine instrumentation

We are currently working with Rochester Gauges of Texas to introduce new 2-1/4" dual-needle STC’d backlit gauges. All gauges will be electronic with analog movements.
They will include: Fuel quantity with new sending units, oil temp, oil pressure, fuel pressure, CHT & EGT.
These gauges will eliminate the inaccuracy and availability problems associated with the old AC and Stewart Warner, obsolete OEM units installed at the factory.
These will be available for injected, carburated and turbocharged models.
A 3-1/8" dual electric STC’d tachometer will also be available.
This unit will pick up signals from the magnetos, thus eliminating the need for noisy, heavy tach cables or expensive tach generators.
Other advantages of these new gauges includes reduced weight, modern appearance and no oil or fuel lines running into the cabin.
All gauges will be switchable for 14v or 28v operation.

Co-pilot brakes

We have been working with a firm in Wisconsin to add co-pilot brake pedals and hydraulics similar to the OEM design found on some E and most F model Aztecs.
These will become available for all Aztec and Apache/Geronimo models in the near future.

Note:

All prices subject to change without notice.
The state of Montana has no sales tax.
Kit prices do not include crating or shipping charges.
All fully STC’d modifications include PMA-approved parts.
Speed figures established by exhaustive testing, and are relative to particular airframes and other installed modifications. They are accurate to within 2%.

Powered by Lycoming 180 HP engines, this six-seat aircraft has the ability to take off and land on shorter fields, easily clearing 50 ft obstacles. A range of 1025 miles makes the Geronimo convenient for longer trips.

Tens of thousands of dollars were spent on engineering to obtain the optimum performance from the Apache airframe. Every change was meticulously designed and mated to the basic aircraft. Rigorous examination, with an abundance of in-flight testing, was completed on each innovation before submitting it to the FAA for approval. The thoroughness of the program is attested to by the complete lack of Airworthiness Directives recorded against the Geronimo during the 30 years it has been on the market.

The PA23 series has no history of spar breakage. The spar is actually a huge I-beam that runs through the center of the wings and is joined in the center belly area. These aircraft are over-built and very rugged.

The fuselage is 4130 steel tube framed and also uses aluminum stringers and ribs for extra strength. The use of both aluminum & steel (dissimilar metals) required Piper to zinc-chromate the complete structure inside and out at the factory. For that reason, it’s hard to find a PA-23 with any significant corrosion.

The weak spots have historically been in the tail, rudder/elevator areas. When we overhaul an Apache airframe, we completely strip the aircraft inside and out. All the tail surfaces are removed, including the vertical and horizontal stabilizers. We have STC SA2793SW which is a rudder bracket reinforcement, SA4007SW which is a structural improvement parts kit for the flaps and elevators. The whole aircraft is power-washed inside and out, all surfaces are inspected. The landing gear gets updated (much-stronger) drag links, the tail system attaches areas get a doubler added and all new attachment hardware before the tail components are reinstalled. All hoses are replaced, control surface hinges/bearings…all hydraulic components overhauled, all moving parts in the whole airframe get re-bushed or bearings replaced as applicable….the list gets pretty long.

In short, we are very thorough with our airframe overhauls and have owned the STC’s that make up this conversion since 1996.

In addition to performance enhancing aerodynamic cowls, extended nose, windshield fairings, that fully enclose the main gears and flap gap seals, we offer a host of convenience mods such as third side windows and inflatable door seals. To see how the Piper Geronimo out-performs other multi-engine aircraft, please note the comparison charts below.