|Kestrel JP10 prototype|
|Role||single engine turboprop|
|Manufacturer||Kestrel Aircraft Company|
|First flight||29 July 2006|
|Number built||1 prototype|
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 engine that has been powering the prototype is a Pratt & Whitney PT6-67A turboprop flat rated to 1,000 hp (746 kW). 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).
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”.
The carbon-fibre composite construction is claimed to allow a lower drag shape than does all-metal construction. The wing is also of carbon-fiber construction and features a high lift laminar flow design worked out mostly by aerodynamicist Dr. Gordon Robinson.
The cabin features a club-seating arrangement, a toilet (or a possible seventh seat), and a baggage compartment in the pressurized area. In the cockpit, side window pillars are eliminated for a more unobstructed view for the pilot.
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 fuselage is also slightly wider and has a 27% greater volume. The window and door arrangement on the left side of the aircraft is noticeably different.
The wing is to be redesigned to improve stall characteristics and ease of construction, most likely eliminating the wing’s planform elliptical leading edge.
Kestrel Aircraft’s Adrian Norris reported that the company is 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 will be relocating to large, relatively newly built hangars at the soon to be closed Brunswick Naval Air Station in Brunswick, Maine. The company will receive some local financial assistance in exchange for an anticipated eventual creation of some 300 jobs. 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 it was announced that the aircraft would be equipped with the Garmin G3000 avionics suite. Kestrel CEO Alan Klapmeier also 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.
Specifications (Kestrel JP10)
- Crew: 1 or 2
- Capacity: six standard/seven-eight optional
- Length: 38 ft 5 in (11.7 m)
- Wingspan: 44 ft 11 in (13.7 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)
- Pressurization: 7.5 psi (52 kPa)
- Maximum cabin altitude: 8,000 feet (2,400 m) at FL 310
- 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) (Target NBAA range with reserves, with 600 lbs,900 kn)
- Service ceiling: 31,000 ft (9,400 m)
- Rate of climb: 2,250 ft/min (11.4 m/s)
- Epic LT Dynasty
- Extra EA-500
- Pilatus PC-12
- Piper Meridian
- SOCATA TBM
- Beechcraft Bonanza with turbine powerplant upgrades
- Chad Trautvetter (2010-04-15). "Kestrel_JP10". Retrieved 2010-07-28.
- Dave Higdon (2007-12-00). "Turboprop round-up". Retrieved 2010-07-28.
- Avaition Week & Space Technology: 71. 14 October 2013.
- flightglobal.com (July 2010). "Pictures: Farnborough Aircraft F1 Kestrel prototype performs first flight". Retrieved 2010-07-24.
- "Honeywell Power Selected For Kestrel Turboprop". Retrieved 2011-08-15.
- Matthew Stibbe (2001-04-00). "Richard Noble's New Mission". Retrieved 2010-07-28.
- Charles Alcock (2006-01-00). [story_pointer=5&tx_ttnews[mode]=1 "Farnborough turboprop renamed Kestrel JP100"]. Retrieved 2010-07-28.
- farnborough-aircraft (1999-11-29). "TheF1aircraft". Retrieved 2010-07-28.
- Peter Collins (2007-01-23). "FLIGHT TEST: Farnborough Aircraft Kestrel - Wings of desire". Retrieved 2010-07-28.
- Charles Alcock & Chad Trautvetter (2006-02-00). [story_pointer=1&tx_ttnews[mode]=1 "Epic-Farnborough partnership goes awry"]. Retrieved 2010-07-28.
- Fred George (2010-07-25). "Kestrel Aircraft Makes Oshkosh Debut". Retrieved 2010-07-28.
- Mark Huber (2009-10-00). [mode=1 "Farnborough Kestrel Could Be Built by Liberty"]. Retrieved 2010-07-28.
- Seth Koenig (2010-07-23). "Airplane manufacturer to launch new line in Brunswick". Retrieved 2010-07-25.
- Bertorelli, Paul. "Garmin G3000 Selected For Kestrel - AVweb flash Article". Avweb.com. Retrieved 2013-08-02.
- Pew, Glenn. "Kestrel Running Rough". Avweb. Retrieved 30 September 2013.