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Aviation History
1983
1983 - 0748.PDF
BUSINESS AVIATION Piper consolidates at Lakeland FLORIDA In June Piper is due to open a new 75,000ft2 delivery centre at Lakeland, ^Florida, which will increase the operation on the municipal airport to some 710,200ft2, reports Howard Levy. Piper is flight-testing the Cheyenne IV prototype from Lakeland, and beginning assembly of the first eight production aircraft. As well as the remaining Cheyenne range, Lakeland is also responsible for Navajo, Chief tain, and T1020/40 prod uction. Lakeland's engineering division is also handling the Enforcer programme, has been testing an improved Cheyenne III, and is looking at an addition to the T1020/1040 light commuter series. (Piper singles, with the exception of the Tomahawk and Super Cub, come from Vero Beach, along with Seneca and Aerostar twins. A sizeable portion of the Piper headquarters has also moved from Lock Haven to Vero Beach.) The Lakeland division started in 1972 with 100 people, and hit an employ ment peak of 2,200 in mid- 1981, although it is down to 900 in the current recession. The Cheyenne III was the first aircraft to be designed here. Main Lakeland efforts are currently centred on the Enforcer, flown first on April 9 (see Flight for April 16) and Cheyenne IV, first flown on February 23. According to Harvey O. Nay, Director of Engineering at Lakeland, it takes roughly 32 months from design The second Cheyenne IV takes shape. Behind are the 86th and 87th Cheyenne Ills concept to certification. This goes for a single as well as a large twin. With the Cheyenne IV there was a 3-4 month period of preliminary design, a three-month period for construction start-up following a "go" decision, a 13 month period to complete protype construction, and 12 months to carry out flight certification testing. With a totally new design, the preliminary design work period can easily be doubled. Division Engineering usually comes up with the initial recommendation, which is then discussed by the corporate president and vice- president, marketing, engineering, and financial people. "The Cheyenne IV was considered a VIP programme" says Nay, "so we held three sessions during which time we brought corporate chief pilots and other aviation department heads to Lakeland in Cheyennes from around the country. We gave a presentation and solicited feedback early enough to factor changes into the IV. However, some recommen dations were too drastic to incorporate, but we will use them in developing additional corporate aircraft". The eight-seat Cheyenne IV, with its twin 1,000 s.h.p. Garrett TPE331-14 turbo prop engines and 12,0351b max weight, is a new aircraft with improved capability, but Nay doesn't expect to see it replace the III. He says: Both the III and IV will be viable products for years to come, but we see improvement possibilities in all of our prod ucts. The Navajo line is excel lent but we can add refinements in mission cap ability and economy for it and the Cheyenne III and IV as well". The Lakeland R&D centre encompasses 70,000ft2, inclu ding the experimental shop. Its employees currently num ber 111 and include engineers and design personnel, tech nicians, office support, and the "X" shop personnel. "We • are working in a very austere business climate but Piper, as well as Bangor Punta, our parent company, is keen on to keeping development progra mmes going," says Nay. "The Cheyenne IV is scheduled for customer delivery in May 1984, and we are on track, as are other programmes." To develop and support its commuter line of aircraft, Piper formed its T1000 Airline Division at Lakeland in May 1981. The division has 20 people, including 15 personnel in a Rapid Response Group to support parts requirements out of Tampa Airport. The division is aimed at the commuter 1 1152 FLIGHT International, 30 April 198Z
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