Originally Huff-Daland; became Keystone March 1927, still centered at Bristol, Pennsylvania.
The XLB-1 three-seat, single-engine light bomber was tested in 1923 and was developed as the twin-engined XLB-3, with a crew of five. In 1924 Huff-Daland was reorganized as Keystone Aircraft Corporation and the production bomber aircraft was known by this latter company name.
Keystone was main supplier of twin-engined bombers to U.S. Army from 1927 to 1932, when James McDonnell (later of the McDonnell Douglas Company) was chief engineer. LB- 5A (25 delivered in 1928) was first true Keystone bomber. Largest USAAC bomber order in a decade was for 63 LB- 10A (all converted to B-3A and B-5A on change of Army categories).
Last production contracts for bombers placed 1931 (for 25 B-4A and 39 B-6A).
Keystone Aircraft Corporation built a total of 220 aircraft in the US Army Air Corps LB (light bombardment) category, venturing briefly also into the B (bombardment) and HB (heavy bombardment) classifications. All except ten of the LBs were twin engined aircraft, but had their origins in the single-engined XLB 1 prototype and nine pre series LB 1 biplanes produced in 1925 by Keystone’s predecessor company, Huff Daland and Co Inc of Ogdensburg, New York, which became Keystone in March 1927.
Pathfinder was three-engined civil transport; NK a biplane trainer for a 1928 competition (19 built); PK a twin-engined flying-boat based on NAF design (18 delivered in 1931). Patrician was three-engined 20-passenger low-wing monoplane.
Later absorbed Loening, becoming Keystone-Loening, and then became part of Curtiss-Wright.
Other types were characteristically Loening, including the OL-8 biplane amphibian; the Air Yacht civil amphibian; and the Commuter four-seat cabin amphibian.
Aircraft
Keuthan Zephyr / Arnet Pereyra Zephyr II
Detachable wings.
Zephyr II
Speed max: 90 mph.
Cruise: 73 mph.
Range: 200 sm.
Stall: 33 mph.
ROC: 1100 fpm.
Take-off dist: 125 ft.
Landing dist: 100 ft.
Service ceiling: 14,000 ft.
Engine: Rotax 582 DCDI, 65 hp.
HP range: 52-74.
Fuel cap: 12 USG.
Weight empty: 480 lbs.
Gross: 1100 lbs.
Height: 7 ft.
Length: 22.5 ft.
Wing span: 29.67 ft.
Wing area: 156 sq.ft.
Seats: 2.
Landing gear: tail wheel.
Keuthan Sabre / Arnet Pereyra Sabre II
The Sabre II was first flown in July 1992. Detachable wings.
Sabre I
Speed max: 82 mph.
Cruise: 65 mph.
Range: 200 sm.
Stall: 29 mph.
ROC: 1100 fpm.
Take-off dist: 125 ft.
Landing dist: 175 ft.
Service ceiling: 14,000 ft.
Engine: Rotax 503 DCDI, 52 hp.
HP range: 40-50.
Fuel cap: 10 USG.
Weight empty: 350 lbs.
Gross: 740 lbs.
Height: 6.25 ft.
Length: 20.1 ft.
Wing span: 29.67 ft.
Wing area: 143 sq.ft.
Seats: 1.
Landing gear: nose or tail wheel.
Sabre II
Speed max: 90 mph.
Cruise: 75 mph.
Range: 220 sm.
Stall: 28 mph.
ROC: 1000 fpm.
Take-off dist: 150 ft.
Landing dist: 175 ft.
Service ceiling: 14,000 ft.
Engine: Rotax 582 DCDI, 65 hp.
HP range: 50-80.
Fuel cap: 10 USG.
Weight empty: 480 lbs.
Gross: 1100 lbs.
Height: 7 ft.
Length: 22.33 ft.
Wing span: 29.67 ft.
Wing area: 156 sq.ft.
Seats: 2.
Landing gear: tail wheel.
Keuthan Aviation
Kits were available to allow amateur construction of the Buccaneer high-wing amphibian in single- and two-seat versions, Sabre high-wing pusher-engined monoplane in single- and two-seat versions, and Zephyr two-seat high-wing monoplane LSA.
1995: 910 Airport Rd, Merritt Island, FL 32952, USA.
Kestrel K-350 / JP10 / JP100 / Farnborough Aircraft F1
The Kestrel JP10, Kestral K-350, or Kestral is a high-performance single turboprop-engined all-composite six-seat aircraft. Its layout is low-wing with tailplanes mid-set on a single fin. The tricycle undercarriage is fully retractable. Its construction uses composites incorporating carbon fibre. The wing is also of carbon-fibre construction and features a high lift laminar flow design worked out mostly by aerodynamicist Dr. Gordon Robinson.
The cabin features a pressurized area.
Farnborough Aircraft formed a business alliance with Epic Aircraft to develop both companies aircraft and as a result the JP10 appears similar to the Epic LT. The wing is reportedly the same, while the Kestrel’s fuselage is 20 inches longer than the Epic’s.
The company formed in 2002 to build the aircraft was started by Richard Noble who was responsible for the team that first broke the sound barrier on land. Noble envisioned the aircraft’s primary role as being part of the fleet of “air taxis” flying over Europe that provide an alternative to both commercial airlines and chartered corporate jets. Noble named his Farnborough, England based company “Farnborough Aircraft” and the design for the then designated “F1” was detailed.
The name of the company has since been changed to Kestrel Aircraft Company and the aircraft’s designation was changed from “F1” to “JP100” and is now the “JP10”.
A business partnership formed to complete the Kestrel’s development named the Gulf Aircraft Partnership and located in the UAE did not proceed. Alan Klapmeier, co-founder of Cirrus Aircraft Corporation, has joined with Anthony Galley and others in the renamed Kestrel Aircraft Company. A business relationship has been formed with Liberty Aerospace of Melbourne, Florida, United States to provide assistance with Toray carbon fiber components.
Kestrel Aircraft’s Adrian Norris reported that the company was ready to freeze the design and build conformal prototypes in efforts to seek part-23 certification. On 23 July 2010 Kestrel Aircraft announced that they would be relocating to large, relatively newly built hangars at the soon to be closed Brunswick Naval Air Station in Brunswick, Maine. The company was to receive some local financial assistance in exchange for an anticipated eventual creation of some 300 jobs.
The prototype first flew on 29 July 2006. The engine that has been powering the prototype is a Pratt & Whitney PT6-67A turboprop flat rated to 1,000 hp (746 kW). As of April 2010, the prototype, registered N352F, had logged about 260 hours.
In 2011 the company selected the Honeywell TPE331-14GR engine as first choice for the aircraft, also flat rated to 1,000 hp (746 kW).
On January 17, 2012, it was announced that the aircraft will be produced in Wisconsin due to tax incentives totalling US$50 million.
In July 2013 Kestrel CEO Alan Klapmeier stated that funding delays had slowed progress on the aircraft and that a conforming prototype was now expected to be ready in the summer of 2014, with the first customer delivery forecast for the end of 2015 or early 2016. Certification costs were estimated at US$175M, with US$50M already spent.
By September 2013 employees were reporting that the company was short of money and that salaries and insurance payments were missing or late, and that vendors had not been paid. The company indicated that development had been delayed due to lack of investment and that the first flight of a production aircraft would not occur in 2014.
In early 2014 it was reported that Kestrel Aircraft had fallen months behind on loan payments to the Wisconsin Economic Development Corporation due to financing delays. It was also reported that the delay in financing had impacted hiring, causing the company to reduce its staff in Superior. The WEDC and Kestrel have agreed upon new terms that will defer the payments until November 2014.
Kestrel JP10
Engine: Pratt & Whitney PT6-67A turboprop, 1,000 hp (746 kW)
Wingspan: 44 ft 11 in (13.7 m)
Length: 38 ft 5 in (11.7 m)
Height: 13 ft 0 in (3.96 m)
Empty weight: 5,200 lb (2,359 kg)
Max takeoff weight: 8,500 lb (3,856 kg)
Fuel capacity: 319 US gal (1,208 l)
Maximum cabin altitude: 8,000 feet (2,400 m) at FL 310
Pressurization: 7.5 psi (52 kPa)
Cruise speed: 320 kn (368 mph; 593 km/h)
Stall speed: 53 kn (61 mph; 98 km/h)
Range: 1,300 nmi (1,496 mi; 2,408 km)
Service ceiling: 31,000 ft (9,400 m)
Rate of climb: 2,250 ft/min (11.4 m/s)
Capacity: six standard/seven-eight optional
Crew: 1 or 2
Kestrel K-325
A six-seat or utility variant with 325 hp engine.
Kestrel Aircraft Co
USA
Produced a series of four-seat high-wing lightplanes of mainly carbonfibre construction, with fixed or retractable undercarriages and piston engines ranging from 160 hp to 250 hp, plus the K-325 six-seat or utility variant with 325 hp engine.
Kerr Stuker
The Stewart Kerr Stuker was built by Stewart Kerr of Dunedin in the mid 1990’s.
It is a mid wing design and construction is of steel tube fuselage and alloy tube wings, all fabric covered. The motor is a Rotax 503, swinging a Brent Thompson propeller.
First registered ZK-JFP (c/n 001) to S.L.Kerr, Invercargill, New Zealand, on 13 May 1997.
It was sold to Andrew Gilmour of Taieri on 6/8/03 and then to Noel Wilson of Reefton on 8/4/08. Finally, it was purchased by Robin Baker of Palmerston North on 22/4/08. Robin refurbished the aircraft and painted it in its current blue and white scheme. It is hangared at Feilding Aerodrome where the photos were taken. ZK-JFP had flown 215 hours.
Kerestesi MG-1 Motorglider
Kerestesi MG-1 Motorglider had its beginnings as the G-1 Formula racer. It resembled the Fournier RF-1, but was built of metal for protection against the weather. It has a constant chord wing for higher drag penalty, and the trailing edge of the inboard wing panels are all flap, and the outer edges all aileron. Both are operated by push-pull tubes. The fuselage is built of composite materials. An all-moving stabilator was used in place of conventional two-piece elevator surfaces.
Gross Wt. 940 lb
Empty Wt. 731 lb
Fuel capaci¬ty 4 USG
Wingspan 45’
Length 21’.
Engine 50-hp 1200cc VW
Top glide mph 120 (power on 80 mph)
Takeoff run 800 ft
Landing roll 300 ft
Kenworthy-McGoey 1911 biplane
Thomas McGoey of Grand Forks on July 12, 1911 made the first successful flight in a North Dakota machine by a North Dakota man. The machine was a Curtiss-inspired biplane with a 60 hp engine.
