Piper Aircraft

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Piper Aircraft, Inc.
Piper logo.svg
Type
Private company
Industry General aviation
Founded 1927
Founder William Piper
Headquarters Vero Beach, Florida,
United States
Key people
Simon Caldecott (CEO)
John Calcagno (CFO)
Owner Brunei Ministry of Finance
Website www.piper.com
Piper Aircraft, Inc. is a manufacturer of general aviation aircraft, located at the
Vero Beach Municipal Airport in Vero Beach, Florida, United States and owned since
2009 by the Government of Brunei.[1] In the late 20th century it was considered to
be one of the "Big Three" in the field of general aviation manufacturing, along
with Beechcraft and Cessna.[2]

Between its founding in 1927 and the end of 2009, the company produced 144,000
aircraft in 160 certified models, of which 90,000 are still flying.[3]

Contents
1 History
1.1 1930s
1.2 1940s
1.3 1950s
1.4 1960s
1.5 1970s
1.6 1980s and 1990s
1.7 2000s
1.8 2010s
2 Aircraft
2.1 List of Piper aircraft
3 See also
4 References
5 Sources
6 External links
History

Piper Aircraft Company factory in Lock Haven, Pennsylvania, with the Piper Cub logo
superimposed at the top

Piper PA-18-150 Super Cub. Built 1958.

Piper PA-28-161 Warrior II

Piper PA-34 Seneca-200T

Piper PA-31 Navajo airframe used for crash testing by NASA after a 1972 flood
inundated Piper's factory

Early-production PA-31 Navajo

Piper PA-32-RT-300T Turbo Lance II

Piper PA-44-180 Seminole

The company was founded as the Taylor Brothers Aircraft Manufacturing Company in
September 1927 by Clarence Gilbert Taylor and Gordon A. Taylor in Rochester, New
York. The company was renamed Taylor Brothers Aircraft Corporation in April 1928,
shortly before Gordon Taylor died in an aircraft accident on April 24, 1928. The
company was enticed to move to Bradford, Pennsylvania, with the promise of larger
facility and investment capital from local businessmen, including an initial
investment of $400 from local oil industry engineer William T. Piper. The move was
completed in September 1929.[4]

1930s
In late 1930, the company filed for bankruptcy and William T. Piper purchased the
assets of the company for $761.[4] Reorganized as the Taylor Aircraft Company,
Piper effectively took control of the firm when he assumed the position of
corporate secretary-treasurer, although he retained C. G. Taylor in the role of
president.[4] Piper, often called the "Henry Ford of Aviation", firmly believed a
simple-to-operate, low-cost, private airplane would flourish, even in the darkest
depths of the Great Depression.[5] This aircraft was the E-2 Cub.[5]

In December 1935, after a series of clashes, William Piper bought out C. G. Taylor,
who left the company and went on to form the Taylorcraft Aircraft Company. On March
16, 1937 a fire destroyed the Bradford factory and the company relocated to an
abandoned silk mill in Lock Haven, Pennsylvania. In 1937, it was renamed Piper
Aircraft Corporation.[6]

1940s
Piper continued operations in Lock Haven throughout World War II, building military
versions of its J-3 Cub as the L-4 Grasshopper. A total of 5,941 powered aircraft
were built by the company for the US armed forces during the war, as well as
training gliders, and aircraft components for other manufacturers,[7] but its main
contribution to the war effort was in the fabrication of steel masts for mounting
radar antennas.[8] In 1946, the company opened a new factory in Ponca City,
Oklahoma and transferred production of the Cub from Lock Haven. That year, Piper
led the American industry in light aircraft production. Almost 7,800 of the 35,000
civil aircraft built in the United States that year were Pipers, but a strike led
to a shortage of steel tubing, interrupting production, and 1,900 workers had to be
suspended as a result.[9][10]

The following year, the postwar general aviation boom ended. Piper's output reached
3,500 aircraft, less than half its 1946 total, and the company suffered an
operating loss of more than $560,000.[9][11] The board of directors replaced
William Piper with William Shriver, a former Chrysler executive.[11] Under Shriver,
the product line was expanded with the introduction of the PA-14 Family Cruiser and
PA-15 Vagabond.[11] Piper introduced the "Taxicub" light charter concept at 1500
dealers and 52 distributors.[12] In 1948, with two thirds of its workforce laid
off, Piper only lost $75,000, but it found itself no longer the leader in a
shrinking market, falling behind Cessna, which itself only delivered 1,600
aircraft; the Ponca City factory was closed.[9][11] At the end of 1948, Piper
bought the Stinson Aircraft Company for $3 million and Shriver left the company.
[13]

1950s
The outbreak of the Korean War in 1950 helped to stimulate production at Piper,
which again won large orders for military versions of the Cub.[13] William Piper
regained control of the company the same year, and the decision was made to develop
a twin-engine aircraft. The company initially investigated producing the Baumann
Brigadier, but later decided to develop a Stinson design, which became the PA-23
Apache.[13] In its business planning following the war, it became clear the Lock
Haven facility would not support larger manufacturing efforts, and in 1955 it
acquired rights to property at the Vero Beach Municipal Airport.[citation needed]
Vero Beach was initially used as a center for design work under Fred Weick, with
the first aircraft developed there being Piper's first agricultural aircraft, the
PA-25 Pawnee, announced in 1958 and entering production the following year at Lock
Haven.[14]

1960s
In 1960, the line of Piper aircraft consisted of an agricultural- and two-passenger
variants of the Super Cub, the Caribbean, Colt and Tri-Pacer, two versions of the
PA-24 Comanche, the Pawnee, the Apache and its new larger derivative the Aztec.[15]
The following year, the PA-28 Cherokee was the first type to enter production at
the new Vero Beach factory.[16][17] The Cherokee replaced the Tri-Pacer and Colt,
which ended their production runs in 1961 and 1964 respectively.[16] By the later
part of the decade, Vero Beach was building 7,000 Cherokees per year.[18]

In September 1964, Piper flew the prototype of its new PA-31 Navajo cabin-class
twin for the first time, after two-and-a-half years of development.[19][20]

In 1969, the Piper family agreed to sell Piper Aircraft to Bangor Punta
Corporation, which started an eight-year court battle with the losing bidder,
Chris-Craft Industries, culminating in a Supreme Court decision in 1977.[21]

1970s
Piper discussed a merger with Swearingen but the deal was not completed.[22] The
Lock Haven facility was nearly destroyed in 1972 when torrential rains from
Hurricane Agnes caused the Susquehanna River to flood in June. The manufacturing
plant was flooded to a depth of 16 feet (4.9 m), effectively destroying about 100
aircraft and causing an estimated $23 million in damage.[23][24] Much of the
tooling necessary for production of several designs, including the Aztec, Navajo,
and Comanche, was also destroyed,[citation needed] and the Piper PA-31T Cheyenne
program received a setback when the prototype was damaged just after the Federal
Aviation Administration awarded it Type Certification.[25] Initial deliveries of
the new PA-31-350 Chieftain were also delayed by several months.[26] After the
flood, Piper gave 32 written-off PA-28s, PA-31s and PA-23 Aztecs to NASA, which
used them for crash tests at the Langley Research Center, using a rig originally
built to simulate spacecraft landings on the moon for the Apollo program.[27]

As a result of the flood, the company decided to end production of the Piper PA-24
Comanche.[28] Piper opened a manufacturing division in Lakeland, Florida, in 1972
and through the 1970s, the Piper PA-31 Navajo, Chieftain, and Cheyenne III were
manufactured at the more than 710,000-square-foot (66,000 m2) facility on the
Lakeland municipal airport.[29]

1980s and 1990s

Piper opened its T1000 Airline Division at the Lakeland, Florida, location in May
1981, with 20 people. Employment at both of Piper's Lakeland divisions peaked at
2,200 later that year. The Piper PA-42 Cheyenne IV and the Piper T-1020/Piper T-
1040 aircraft were manufactured in Lakeland during that time. Piper also maintained
a fully staffed research and development center in Lakeland, including the "X"
shop, which developed the Piper PA-48 Enforcer. The Airline Division provided
aircraft for commuter airlines in the United States including Air New Orleans,
Desert Sun in Long Beach, Shasta Air and Sun West Airlines, as well as
internationally for Vickers for corporate transport use in the United Kingdom,
Cameroon's Avia Services and to Piper's distributor in Colombia, Aero Leaver.[29]
In 1984, Piper changed hands when parent company Bangor Punta was acquired by Lear
Siegler.[30] Lear Siegler, in turn, was acquired by Forstmann Little in 1986.[31]
Forstmann Little then sold Piper to M. Stuart Millar in 1987.[32]

Manufacture of light aircraft was impacted in the mid-1980s when increasing product
liability insurance premiums made operation financially difficult for Piper
Aircraft and other American manufacturers of light aircraft. In a bid to improve
sales, Piper cut prices for its aircraft and the company became unprofitable. In
1991 the Lakeland, Florida factory was sold and closed and by July that year the
workforce had shrunk to 45; with only $1,000 in available cash remaining, Piper
filed for Chapter 11 bankruptcy after a proposed takeover by competing French
manufacturer Socata failed over the issue of product liability.[33][34] Production
of the flagship Cheyenne 400 ended in February 1993 with only 43 being built since
its inception a decade earlier.[35] In 1995, the company emerged from Chapter 11
bankruptcy and was renamed The New Piper Aircraft. As part of the end of bankruptcy
protection, the company was sold to Newco Pac Inc., itself owned by Piper's
creditors (including major creditor, aircraft engine manufacturer Teledyne
Continental Motors) and a Philadelphia-based investment firm.[33][36]

2000s
In July 2003, American Capital Strategies, Ltd. bought 94% of Piper's voting
equity.[citation needed]

In July 2006, a partnership with Honda was announced to market the new HA-420
HondaJet.[37] The following month, the firm dropped the "New" from its name,
reverting to Piper Aircraft.

In response to the late 2000s recession, the company announced in November 2008
that it was reducing its work-week to save money while avoiding lay-offs. Piper is
party to an agreement with the state of Florida that will see the company benefit
from $32 million in incentives in exchange for increasing its work force to 1400
people and building the PiperJet in the state.[38]

In December 2008, the company announced it will defer the $10 million incentive
that would have required it to hire 400 new workers by 2012 for the PiperJet
project and retain 1,417 employees through 2015. The company stated the move was
precautionary. Piper spokesman Mark Miller said: "While this year has been a good
one for Piper, we have taken measures to keep the company healthy and to weather
any future adversity."[39]

In February 2009, the company announced it was laying off an additional 300 workers
without notice immediately and the 650 remaining workers would be given unpaid
weeks off in April and July to reduce unsold inventory. Piper spokesman Mark Miller
stated company regretted the pain caused by the layoffs and indicated the employees
would be rehired when the economy improves. He also said: "Even the willing buyers
that we have find it incredibly difficult to get financing...We can't keep a full
workforce on at this point when people aren't buying planes...If market conditions
continue to deteriorate, it may be necessary for the company to take additional
actions". On 24 February 2009, the company announced it would add two more weeks of
unpaid furlough for its employees in May and June, bringing the total to four weeks
in 2009, citing a need to reduce inventory and cut expenses. In June 2010, the
company announced it would shut down for a further week in August to save money.
The lay-off affected all workers except those on the PiperJet program and some
critical company business functions.[40][41][42][43]

On 1 May 2009, American Capital Strategies sold the company to Singapore-based

investment strategy company Imprimis, making a profit of US$31 million on the sale.
Imprimis is funded by the Government of Brunei and has offices in Bangkok,
Singapore and Brunei Darussalam.[44][45][46]

In June 2009, James Bass, CEO of Piper Aircraft since 2005, announced he would step
down effective that same month. He was succeeded by VP of operations Kevin Gould.
During his four years at Piper, Bass oversaw development of the PiperJet, the
Meridian G1000 and the Matrix, and negotiated a new business partnership with
Honda. He also negotiated $32 million in incentives from the state and county that
retained Piper's factory in Vero Beach, Florida.[47]

On 2 November 2009, another Piper executive resigned. Company president John Becker
announced his resignation effective 1 December 2009 "to pursue other career
opportunities". Becker was replaced as president by CEO Kevin Gould.[48][49]

2010s
On 4 January 2010, the company announced Boeing subsidiary Aviall would act as
Piper's sole global parts distributor.[3]

In July 2010, CEO Kevin Gould resigned for unspecified reasons, having served just
over a year in the post. Gould was replaced on an interim basis by Geoffrey Berger,
managing director of Imprimus in Brunei, on behalf of the government of Brunei.
Also in July 2010, longtime Piper media spokesman Mark Miller left the company.[50]

In September 2010, Piper announced the lay-off of an additional 60 production

workers. Piper's interim CEO Geoffrey Berger stated: "Piper remains challenged by
overall market weakness". The company hired 140 workers for the PiperJet program in
2009�10.[51]

Piper started renovation of a 75,000 sq ft (7,000 m2) factory in Vero Beach in

October 2010, with a completion goal of 2011. The facility was intended to be used
to build the PiperJet.[52]

On 17 October 2011, the company announced Simon Caldecott had replaced Geoff Berger
as interim CEO. At the same time, Executive Vice President Randy Groom also
resigned from the company and it was announced that the Piper Altaire program was
"under review".[53] Only one week later, on 24 October 2011, Piper Aircraft
announced it had "indefinitely suspended" all work on the Altaire project and would
be laying off 150 of its 850 employees, plus 55 contract workers, due to the
program's cancellation.[54]

In December 2011, Piper announced it was attempting to renegotiate the 2008 deal it
had made with the state of Florida and Indian River County for incentives. The
company did not meet its contractual requirements to employ 1,100 people by the end
of 2009; instead, employment fell to 600, and as a result, the company owed US$1.5
million. Piper is looking for forgiveness of the debt.[55] Also in December, Piper
came under the direct ownership of the government of Brunei.[56]

In July 2015 the company announced it was laying off 15-20% of its workers, about
150 people, as sales were faltering amongst world markets, especially Asia, Latin
America and Europe.[57]

In February 2018, Piper announced the largest order of trainer aircraft in the
company's history. Fanmei Aviation Technologies, which is Piper's exclusive dealer
in China, placed an order for 152 aircraft. The deliveries will take place over a
period of seven years.[58]

In April 2019 an even bigger order was announced: L3 Commercial Aviation will take
delivery up to 240 new aircraft over the next ten years. The order will consist of
single-engine Piper Archers and twin-engine Piper Seminoles.[59]

Aircraft

PA-34 Seneca
Piper's J-3 Cub, a single-engine, high-wing, two-seater, was the first inexpensive
training aircraft produced in large numbers. Many former military examples were
sold to civilian owners over the 1950-1995 period and seem certain to see many more
years in recreational use.

The PA-28 Cherokee has been one of the company's most successful products. Both
this design and the twin-engined PA-34 Seneca are used for pilot training around
the world. The PA-23 Apache was one of the first aircraft associated with the term
"air taxi", although it was superseded in that role by faster and more spacious
designs from competitors Beechcraft and Cessna.

Beginning production in 1965, the PA-32 series provided six- or seven-seat, single-
engine designs based on the smaller Cherokee. Variously named Cherokee Six, Lance,
and Saratoga, these were available as both fixed- and retractable-gear models and
also with normally aspirated, fuel-injected, and turbocharged engines. The PA-32s
proved popular with private owners, air taxi, and freight companies. Production of
the Saratoga-II HPs and Saratoga TCs ended in 2009.[60]

On 21 January 2010 the company announced it had licensed the CZAW SportCruiser and
intended to market it as the PiperSport. Piper CEO Kevin Gould said, "The
PiperSport is an amazing entry-level aircraft that will bring new customers into
Piper and lead the way for those customers to step up into more sophisticated and
higher performance aircraft within our line over time."[61] In January 2011, the
licensing agreement with Piper was abruptly ended with Piper CEO Geoffrey Berger
saying "the company has a different business perspective and approach to the market
than Czech Sport Aircraft".[62][63]

List of Piper aircraft

Summary of aircraft built by Piper Aircraft
Model name First flight Number built Type
J-2 Cub 1936 1207 Single-engined high-wing cabin monoplane
J-3 Cub 1938 19,888 Single-engined high-wing cabin monoplane
J-4 Cub Coupe 1939 1251 Single-engined high-wing cabin monoplane
J-5 Cub Cruiser 1940 1507 Single-engined high-wing cabin monoplane
P-1 Applegate Duck 1940 1 Amphibian
P-2 Cub 1941 1 Single-engined high-wing cabin monoplane
P-3 1939 1 Single-engined high-wing cabin monoplane, also known as J-4RX
P-4 Cub 1941 1 Single-engined high-wing cabin monoplane
P-5 1944 1 Single-engined high-wing cabin monoplane, also known as J-3X
PT-1 Trainer 1942 1 Two-seats in tandem, low-wing monoplane
PWA-1 Skycoupe 1943 1 Two-seat low wing twin-boom monoplane, later became
PA-7
PWA-8 Cub Cycle 1944 1 Single-seat, mid-wing single-engine monoplane
LBP 1945 35 Single-seat, optionally-piloted glider bomb
PA-6 Sky Sedan 1945 2 Four-seat, low-wing retractable gear monoplane
PA-7 Skycoupe 1944 1 Two-seat low wing twin-boom monoplane, was PWA-1,
PA-8 Skycycle 1945 2 Single-seat, mid-wing single-engine monoplane
PA-9 None Single-engined high-wing observation and liaison design
PA-10 None Single-engined low-wing side-by-side two-seater design
PA-11 Cub Special 1947 1541 Single-engined high-wing cabin monoplane
PA-12 Super Cruiser 1946 3760 Single-engined high-wing cabin monoplane
PA-13 - - Designation not used
PA-14 Family Cruiser 1948 238 Single-engined high-wing cabin monoplane
PA-15 Vagabond 1948 387 Side-by-side two-seat high-wing monoplane
PA-16 Clipper 1949 736 Four-seat version of the PA-15
PA-17 Vagabond 1948 214 Dual-control variant of the PA-15
PA-18 Super Cub 1950 10,222 Single-engined high-wing cabin monoplane
PA-19 Super Cub 1949 3 Initial designation for military version of the PA-
18,
reverted to PA-18 designation after three built
PA-20 Pacer 1950 1120 Re-designed PA-16
PA-21 None Proposed production version of the Baumann Brigadier
PA-22 Tri-Pacer 1951 9490 Updated version of the PA-20 with nose wheel
PA-23 Apache 1954 2047 Twin-engined low-wing cabin monoplane
PA-24 Comanche 1958 4717 Single-engine four-seat low-wing cabin monoplane
PA-24-400 Comanche 1964 148 Re-engined PA-24 development
PA-25 Pawnee 1959 5167 Single-engined agricultural monoplane
PA-26 None Proposed higher-power version of the PA-24
PA-27 Aztec 1960 4929 Improved version of the PA-23, kept PA-23 designation
PA-28 Cherokee 1961 10,896 Single-engined low-wing cabin monoplane
PA-28-140 Cherokee 1964 10,089 Two-seat training variant
PA-28 Warrior 1974 4842 Improved PA-28
PA-28-235 Cherokee/Dakota 1964 2913 Higher-power PA-28
PA-28R Arrow 1967 6694 Retractable landing gear variant of the PA-28
PA-28R-300 Pill�n 1982 2,
plus kits for final assembly in Chile and Spain Two-seat military trainer designed
for ENAER of Chile
PA-29 Papoose 1962 1 Small trainer of fiberglass construction
PA-30 Twin Comanche 1963 2001 Four-seat twin-engined low wing cabin monoplane
PA-31 Navajo 1967 1785 Eight-seat twin-engined low wing cabin monoplane
PA-31-350 Chieftain 1973 1825 Stretched Navajo
PA-31P Pressurized Navajo 1970 309 Pressurized version of Navajo with more
powerful engines
PA-31P-350 Mojave 1983 ~50[64] Lower-power successor to Pressurized Navajo,
piston-engine Cheyenne/Chieftain hybrid
PA-31T Cheyenne 1974 847 Turboprop powered derivative of Pressurized Navajo
PA-32 Cherokee Six 1966 4373 Six-seat Cherokee derivative with wider cabin
PA-32R Lance/Saratoga 1976 2721 Retractable landing gear variant of the PA-32
PA-33 Comanche 1966 1 Pressurized Comanche
PA-34 Seneca 1972 5000+ Twin-engine derivative of PA-32R
PA-35 Pocono 1968 1 Twin-engined pressurized commuter airliner
PA-36 Pawnee Brave 1973 938 Single-engined agricultural monoplane
PA-37 None Proposed twin-engined PA-33
PA-38 Tomahawk 1978 2519 Two-seat basic trainer
PA-39 Twin Comanche C/R 1970 155 Improved PA-30 with counter-rotating propellers
PA-40 Arapaho 1973 3 built,
5 not completed PA-39 replacement
PA-41P 1974 1 Pressurized Aztec
Piper PA-42 Cheyenne 1980 175 T-tail derivative of PA-31T Cheyenne
PA-43 None Proposed piston-engined PA-42
PA-44 Seminole 1979 469 Twin-engined derivative of PA-28R
PA-45 None Proposed six-seat T-tailed aircraft family
PA-46 Malibu/Malibu Mirage 1983 1250 Six-seat pressurized single; production
of 310P and 350P from 1983 thru 2014
PA-46 Matrix 2008 215 Six-seat non-pressurized version of the PA-46 Malibu;
introduced as a 2008 model
PA-47 Piperjet 2008 1 seating for 6 or 7 based on configuration
PA-48 Enforcer 1971 4 Single-seat counter-insurgency aircraft based on the
Cavalier Mustang/North American P-51 Mustang
PA-60 Aerostar 1967 1010 Six-seat pressurized twin,
Piper purchased the design from Ted R. Smith
PiperSport 2010 40 Two-seat light-sport aircraft marketed by Piper between
January 2010 and January 2011.
It was produced by Czech Sport Aircraft and previously known as the SportCruiser
Piper M350 2015 69 Six-seat pressurized piston single; formerly named Malibu
Mirage; only M350 production listed
Piper M500/Malibu Meridian 2000 624 Six-seat pressurized turboprop single;
formerly named Mailbu Meridian; M500 and Meridian production listed
Piper M600 2016 57 Six-seat pressurized turboprop single
Model name First flight Number built Type
See also
Hacienda N�poles, mounted atop the entrance gate to Pablo Escobar's ranch is a
replica of the Piper airplane (tail number HK-617-P) that flew the drug lord's
first shipment of cocaine to the United States
Piper Aircraft Co. v. Reyno
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External links
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established in 19271927 establishments in FloridaVero Beach, Florida2009 mergers
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