Piper Aircraft, Inc.

OSHKOSH, Wis., EAA AirVenture, July 25, 2007 — Progress on Piper Aircraft’s revolutionary, new PiperJet continues to be strong with major program milestones achieved in wind tunnel testing, construction of the first prototype and development of production tooling.

"We’re making great progress with engineering evaluation and development, first flight and eventual certification," said Bob Kromer, Piper’s Vice President of Sales, during a news conference held here today.

A 1/5-scale model of the PiperJet with remotely controlled flight surfaces recently completed three weeks of testing at the Kirsten Wind Tunnel at the University of Washington Aeronautical Laboratory in Seattle. In all, PiperJet testing focused on 973 individual data runs that provided Piper engineers with essential data for further aerodynamic analysis and product development.

"As expected, the wind tunnel identified some potential areas for improvement," Kromer said, "and successfully passing this milestone allows us to move forward confidently with the construction of the proof-of-concept aircraft as scheduled. Probably the most significant finding in the wind tunnel was an opportunity to increase tail effectiveness by sweeping the horizontal tail 30 degrees. Simply stated, this horizontal tail design will increase overall aircraft performance and stability and dramatically improve the airplane’s aesthetics."

In all, Piper made five aerodynamic modifications to the PiperJet model during wind tunnel testing. First off, Piper engineers reduced the engine nacelle diameter after careful analysis of engine size and installation showed that additional space around the engine was not required. As a result, a smaller, more aerodynamically efficient nacelle has been incorporated, which will improve overall aircraft drag estimates. In addition, engineers added a dorsal fairing at the top of the nacelle to optimize the aircraft’s directional stability as well as wing fairings, or inboard leading edge extensions, to the wing near the intersection of the wing and fuselage to reduce drag and increase lift.

Piper engineers also redesigned the winglets for increased wing efficiency. The new winglets will extend from the rear half of the wing instead of the entire wing chord line, and while final sculpting of the winglets is still in process, the first proof-of-concept aircraft will probably fly with the new winglets.

In addition to wind tunnel testing, the proof-of-concept aircraft has advanced through several stages of construction.

One of the innovations engineers have introduced is a new bonding technique for the wing. This technique, proprietary to Piper, is known as Foaming Adhesive Bonding (FAB). The FAB technique uses foaming adhesive to fill every gap between the wing’s metal layers, creating a glass-smooth exterior finish. Additionally, this technique offers the strength of aluminum and heat-cured bonds and is equal or superior to anything available in general aviation.

"The end product is consequently stronger than riveted wings and provides an aerodynamically pure surface important for retaining natural laminar flow and aerodynamic characteristics," said Kromer.

The PiperJet proof-of-concept aircraft continues to advance through various stages of assembly, with its fuselage currently in Piper’s Flight Test hangar. In the meantime, construction continues on the primary and secondary airframe structures as completion of the proof-of-concept draws near.

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"With the PiperJet," Kromer said, "we are creating an aircraft that not only meets customer expectations but also exceeds them. Our order book continues to grow in the face of stiff competition, as we define a new level of capability and features and set new standards of performance within general aviation. "

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