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It performed well and was popular and was a really good conversion. Get 96119-01 by Rocket Engineering/Jetprop Llc for aircraft model DLX. This is an ASAP Semiconductor owned and operated website. Jetprop conversions - any disadvantages? Conrad reasoned that things could only get better and more reliable (if more expensive) by replacing the troublesome TIO-541s with P&W turboprops. So, it seems appropriate for me to leap into the gap and post my thoughts on the -21. No damage history, no excuse, ready to fly airplane. On the way downhill from our cruise checks, Conrad suggested I stop momentarily at 21,000 feet and shut down the right engine. Just under 130 Malibus have so far undergone conversion to JetProp DLX standard. All rights reserved. Conrad’s replacement P&W turboprops put out 550 shp to the same or higher altitude. To me, the -21 is just as solid a cross-country machine as the -34/35. Care to join the -21 owners club? Rocket engineering jetprop conversion keyword after analyzing the system lists the list of keywords related and the list of websites with related content, in addition you can see which keywords most interested customers on the this website Popular Name: JetPROP DLX (Malibu/Mirage Conversions) Thank you for choosing Aerospace-Aviation360.com for Part Number 96119-01 by Rocket Engineering/Jetprop Llc with Model Number DLX. As a result, Conrad increased fuel capacity to 267 gallons of heavier jet fuel, reducing the theoretical payload improvement to 153 pounds—still impressive. It’s interesting that the least expensive Royal Turbine’s price makes it far less expensive than the oldest SOCATA TBM-700, a single-engine turboprop. The base airframe converted provides the main foundation for the success of the JetPROP DLX: a strong single … Rocket Engineering continues to offer excellent value, and performance, with their Piper Malibu and Malibu Mirage conversions. Keep in mind that was from Truckee’s scenic strip just north of Lake Tahoe, 5,900 feet up in the pine country of the Sierra Nevada. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. So, Rocket Engineering did what they do best…take a great airframe and mount a great engine (PT6) on the front. Without a doubt, the -35 Conversion is the most popular of the conversions offered today. In today’s market, good Jetprop’s tend to sell VERY quickly, often never being advertised on Controller or TAP. Minimum single-engine control speed on the Royal Turbine has been set at 91 knots, compared to about 81 knots on the original Duke. But, at high altitude (with the less dense air), the smaller -21’s power drops off quickly. The fuel/air ratio that is burned in a PT6 engine is the same at any altitude. We launched for the flight levels out of Truckee-Tahoe Airport, in California, on one of those crystal-line, Chamber of Commerce days. Together, Rocket Engineering and JetPROP now employ nearly 50 people at the Felts Field building they share, and that number is increasing by about one employee per month. The difference with the -35s installed will be better climb at high altitude and about 25 knots more cruise in the middle flight levels. Like all sophisticated, medium twins, Dukes suffered other ills associated with pressurization, hydraulics and electrics as they aged, but the engines were, by far, the major problem. America’s owner-flown aircraft enthusiasts and active-pilot resource, delivered to your inbox! Original TBO was only 1,200 hours, and reaching even that was questionable. Collectively, these changes offset the lighter engines and restored the balance. Enjoy turbine performance with piston economics. Does the additional speed of the -34/35 translate into a meaningful lessening of flight time? Rocket Engineering's flagship PT6A-35 conversion on the best pressurized, cabin-class, single engine airframe! Probably not, but it is reality. Where this switch occurs is usually observed by the pilot so he monitors the correct limiting factor. It took probably five minutes for IAS to peak, but the final number was 197 knots at 1 degree C. That works out to a true of 301 knots at 75 gph total burn. After the JetProp program was established, Rocket Engineering designed a PT- 6A-21 conversion for the Beechcraft Bonanza (B36TC). But, since the -34 is an engine designed for the lower altitudes (originally developed for the helicopter market and crop-duster market), some of the -34 conversions did not perform as-advertised at high altitude (the late Lyn Amestoy, a great salesman at Rocket Engineering who regrettably passed away in an accident in mid-2015, told me that about 10% of the -34’s performed “less than ideally at high altitude”, suffering a slightly lesser cruise speed). The cost is US$409,900. We are a leading supplier of aircraft engine mounts. JETPROP- LLC: JETPROP DLX Among one of the stronger programs on the market- the JetPROP DLX is well along in its second decade of service- with more than 240 of this conversion delivered as of September 2009. This Incredible Plane: Cessna 152 Aerobat: Spin Cycle! It won't happen next year or the year after, perhaps noteven for another 20 years, Level and trimmed with the right mill feathered, right wing five degrees up, ball half out of center and the left thrust lever against the stop, airspeed finally stabilized at 240 knots true. THIS ROCKET ENGINEERING CONVERSION GIVES A B36TC A HUGE BOOST By Bill Cox Photography Byo James Lawrence T'S A REALITY NONE OF US LIKE TO THINK ABOUT, BUT AVGAS IS PROBABLY ON rrs WAY OUT. Beech initiated production of its top piston twin in 1968 and shut down the line only 14 years later, more than coincidentally about the same time Piper terminated the Aerostar and Navajo, and Cessna ended production of the 310, 340, 402, 414 and 421. The P&W turbines were collectively about 550 pounds lighter than the Lycomings, but that didn’t all translate to additional payload. My point…the slightly slower speed of the -21 translates into only a nominal flight time penalty. It won't happen next year or the year after, perhaps noteven for another 20 years, but it'S likely avgas … A bare handful of propjets can touch 300 knots in cruise—the Piper Cheyenne 400LS, Commander 1000, Mitsubishi Solitaire, Beech Starship and King Air 350, and the Socata TBM 700. At the very top of the climb (near FL270), the -34/35 will still be climbing at 800 FPM, and the -21 will eek out 500 FPM. Comparatively, the -21 and the -34 will climb from sea level through 12,000 MSL at about the same time since both are “torque limited” through 12,000 MSL…the -34/35 will beat the -21 in most instances, but not significantly. Rocket Engineering’s most popular mod is the JetProp DLX conversion of the Piper Malibu and Mirage, which replaces the piston engine with a Pratt & Whitney PT6. Up high with everything trimmed out, the Duke was alleged to be capable of 233 knots, although 215 to 220 knots was probably more realistic, meanwhile pouring 45 gph through the engines. The conversion includes a … Fans of turboprops know Darwin Conrad as the engineer responsible for creating the Malibu Jetprop. Right up front, the most obvious difference is sheer, brute power. Subtract 1,392 pounds of fuel, and the unconverted Duke was left with only 596 pounds of payload, barely enough for three folks plus baggage. This website is estimated worth of $ 8.95 and have a daily income of around $ 0.15. The airplane’s cruise climb at 175 knots was even more interesting at 2,000 fpm. The -21 was introduced in the early 2000’s as a cheaper option for those that wanted a Jetprop, but were interested in preserving cashflow. Of course, some pilots prefer two engines, and others, movie stars, executives and captains of industry, are mandated by employment contracts not to fly in any single-engine airplane. Here’s the point…the -21 becomes “temp limited” (meaning the torque is now decreasing for the rest of the flight) at about 12,000 MSL (in most situations) and the -34/35 becomes “temp limited” at about 15,000 MSL. So, it seems appropriate for me to leap into the gap and post my thoughts on the -21. JetPROP and Rocket Engineering, based in Spokane, Washington, have performed 148 conversions (32 of which are from Europe) since receiving certification in 1998. Rocket Engineering was an early pioneer and saw the potential of converting the piston-powered Malibu into their turboprop version – the JetPROP. That may be a bit of an over-simplification, but it’s a general good rule of thumb. The -35 became the benchmark for the Jetprop conversion, replacing the -34. Easy browsing, fast Shipping. After Conrad’s turbine conversion, empty weight is now 4,480 pounds. Is that a big deal? During takeoff, a turbine pilot will keep a keen eye on the torque gauge, with little care for the ITT knowing that the ITT (temp) will be low (usually, unless there’s an anomaly). Rocket Engineering 4000 3800 A ircraft Weight (lbs) 3400 3200 3000 2400 N963MA Empty Weight and After Jetprop Conversion Empty Weight and CG Before Convcrsion FORWARD LIMIT AFT LIMIT 3142 LBS MAX TAKEOFF wr ZERO & MAX wr 128 130 132 134 136 138 140 142 144 146 148 150 Center of Gravity Location, … ... they are making all those sweet jetprop conversion). They tend to know what they are looking for and will pounce when they see the right -21 with the right “desirable” characteristics (good maintenance lineage, avionics, paint/interior, useful load). We were flying with three aboard plus half fuel, so the airplane wasn’t nearly up to gross, but it wasn’t exactly light, either. So, the -34/35 will comparatively produce more power than the -21 as the altitude is increased, and this results in a better climb rate and faster cruise, but it also results in higher fuel consumption. When it does, I get a lot of questions from prospective buyers, most wanting to know if the -21 is “worth owning”. “Launched” is the operative term in this case, as the Royal Turbine quickly wound the VSI around to 4,000 fpm at a climb speed of 120 knots. INFORMATION PROVIDED FOR INTRODUCTION ONLY. Enjoy the unparalleled efficiency and speed of this well-priced 2003 JetProp DLX (-35) conversion of the desirable 1999 Mirage airframe. This suggests single-engine service ceiling (SESC) is well above that height. These airplanes are still Jetprops and are fabulous airplanes for the pilot that values efficiency. The original Duke B60 carried 232 gallons of avgas, adequate for the Lycomings, but more than a little short-legged at the Royal Turbine’s 75 gph fuel burn (at max cruise and 23,000 feet). So, the more air that can be forced through the compressor the more fuel can be burned and more power is generated. The JetPROP is an aftermarket turbine engine conversion for the PA-46-310P Malibu and PA-46-350P Malibu Mirage offered by Rocket Engineering of Spokane, WA. The procedure takes 12 weeks and the average cost is $550,000. Normal multi-engine service ceiling, incidentally, remains the Duke’s original 30,000 feet. The two most important questions are: 1) How much turbine reliability are you willing to pay for? The Royal Turbine turboprop conversion is the latest of Conrad and Sadler’s brainchildren, and it takes as its foundation an airplane that has long had a following equally as fanatical as that for the Bonanza. To date, Rocket has converted 10 Bonanzas to turbine power in a little over one year of production. The Jetprop DLX produced by Piper. No matter how well the engines were treated and maintained, Dukes rarely got past 1,000 hours before needing significant tops or even major overhauls. rocketengineering.com is 2 decades 2 years old. Whereas the JetPROP burns 32 gph to obtain 260 KTAS, the Royal Turbine Duke will burn 64 gallons to cruise at 290 KTAS. New parts added daily. Twenty percent of the entire PA-46 fleet have been converted. Is there a big difference on a shorter flight? ROCKET ENGINEERING OF SPOKANE, WASH., says it plans to obtain FAA certification of the Turbine P/Baron in December 2006. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. 1999 PIPER JETPROP For Sale in Providence, Rhode Island at Controller.com. Get your required aircraft engine mounts 96119-01 parts with competitive pricing. Rocket Engineering’s most popular mod is the JetProp DLX conversion of the Piper Malibu and Mirage, which replaces the piston engine with a Pratt & Whitney PT6. Given the lead-time to bring an STC to market, Rocket Engineering & JetProp have a steady stream of new STCs in their pipeline. That’s about 160 airplanes, and Conrad and company aren’t done yet. It’s a magic number and one not often seen in turboprop corporate aircraft. Beech fitted the Duke with a pair of TIO-541 engines, a model that was to prove one of the least reliable in the industry. Jetprops, ie piston engine aircraft converted to turbine seem tremendous value for money as far as I can see. © 2020 Madavor Media, LLC. Despite such enthusiasm, the pricey Duke was only a limited success. Most buyers don’t understand the differences between the Jetprop variants, but they do know that 35 is a bigger number than 21, and therefore it must be better, right? To me, the biggest consideration when buying a Jetprop…any Jetprop…is the purchase price, maintenance history, avionics, interior/paint quality, and engine time…not the engine type. I planned a flight from Dallas, TX (DFW) to Nashville, TN (BNA) and found the following results on this 549NM flight (using current weather on the day of writing this article): So, the fuel burn is nearly identical, and the -34/35 arrives 9 minutes earlier. … As of September 2008, 233 JetPROP conversions had been completed and delivered by Rocket Engineering of Spokane, WA. Buyers of a Jetprop value speed and many simply don’t understand buying anything that is “slower”. -21 Jetprop owners tend to become some of the most vociferous supporters of their purchase decision to own one of these incredible airplanes, and tend to own them a LONG time. There’s is one disadvantage to the -21…the market does not favor the -21. THIS ROCKET ENGINEERING CONVERSION GIVES A B36TC A HUGE BOOST By Bill Cox Photography Byo James Lawrence T'S A REALITY NONE OF US LIKE TO THINK ABOUT, BUT AVGAS IS PROBABLY ON rrs WAY OUT. Effectively, the -34 and -35 Conversions provide the same performance, so I will contrast the -34/35 collectively with the -21 in this discussion. So, don’t hesitate if you find a good -21 on the market. Flying in smooth air, I let the Royal Turbine run out to its maximum indicated airspeed. Also, you’ll typically be flying behind older, unwarranteed engines and may be susceptible to higher maintenance. ASAP 360 Unlimited provides aircraft engine mounts with large no of inventory. Well, not always. Bottom line forward…I really like the -21 Jetprop Conversion! The lost weight came out of a fairly forward CG position, and that shifted the balance point well aft. Pulled back to 63% (yes, 63%) with 232 gallons in the tanks, Dukes could still manage 195 to 200 knots, endure for 5.5 hours and range out more than 1,000 nm. I fly all of the Jetprop variants frequently and I’d CERTAINLY buy a -21 if I were shopping for a Jetprop. What is “numerical prejudice”? I’d take a nice, well-maintained -21 any day over a less-than-stellar -34/-35. But, as the climb continues (and it almost always does continue in the Jetprop since the airplane performs so well at high altitude), the -34/35 will outpace the -21. They were the first to install the PT6 on the PA46 airframe to create the Jetprop (which is a wildly successful STC with 305 conversions (to date) in the air), and the Royal Duke was a natural conversion … So…the -34/35 should beat the -21 to FL270 by a 2-3 minutes, easy. The additional horsepower available that was used for the climb is turned into forward speed in cruising flight. The standard, turbocharged Duke engines provided 380 hp per side to a critical altitude of about 17,000 feet. Conrad, Sadler and partner Warren Wood began converting Malibus and Mirages to the P&W PT6A-21 in 1997, and since then, they’ve upgraded an impressive 18% of Piper PA-46s to turbine power. Owner is stepping up to Jet. Specs, range, speed, operating weights and performance for the Jetprop DLX here We use cookies to help you get the best experience when using our website. Nevertheless, Duke owners almost unanimously adored their airplanes. In the early ’70s, new crankshafts, cylinders and other upgrades increased TBO to 1,600, but again, most Duke owners had little chance of reaching TBO. If that seems a bargain, it is—except for one major problem. Conrad plans to offer two engine options on the Royal Turbine. Jetprop conversion is a highly integrated STC-overseen by same certification office (ATL- ACO) Jetprop conversion is not ‘a PT-6 bolted on the front of a Malibu’ Jetprop (Rocket Engineering) enjoys strong customer service reputation ; Serviceability- Jetprop has distinct edge (Battery access, engine accessories access, etc) Take the Beech Duke, add turbines, and you get that magical number, By Bill Cox, Photography by James Lawrence Updated January 28, 2016 Save Article. The increase in power from 380 hp to 550 shp per side caused an increase in Vmc. But, it sometimes takes a low price or a knowledgable buyer to jump into the -21 market, especially if other -34/35 offerings are available. The Royal Turbine is the latest product of the fertile imaginations of Darwin Conrad and Jeanie Sadler of Rocket Engineering in Spokane, Wash. In addition to strong climb and 300-knot cruise, another important payoff on the Royal Turbine is a significant improvement in payload. Most Jetprop buyers are previous owners of piston PA-46’s and love their piston steed, but they always dream of the day they can afford a turbine, and want the “most power they can buy”. This JetProp DLX has great bones! Turboprops are here and now, and Conrad’s Royal Turbine effectively brings the reliability and performance of a high-performance turboprop to the piston crowd. The compressor section was deemed the culprit of the lack of power at altitude, so the -35 engine was offered (the -35 is generally the same as the -34 except the -35 has better aerodynamics in the compressor section). The Top 10 Planes Of All Time: WARNING: This List Goes To 11. There are usually not very many of these conversions on the market, but one does show up every now and then. Conrad reports the prototype airplane started with an empty weight of 5,012 pounds against a gross weight of 7,000 pounds (with the VGs installed). Concerning comparative costs, there are two variables to consider: initial acquisition costs and engine reserve costs. Rocket Engineering Corporation/Spokane, WA USA is a leading holder of after-market STC’d PT6A turbine conversions for the PA46 Malibu/Mirage (“JetPROP”), Duke B60 (“Royal Turbine Duke”) and Bonanza B36TC (“TurbineAir”) aircraft.. Mastenbroek Aeroskill is factory trained and will support your conversions. The swept, stiletto shape was an immediately recognizable winner. But, the -34/35 will burn between 32-33 Gallons Per Hour (GPH) at FL270 and the -21 will burn about 28 GPH at the same altitude. The Royal Turbine turboprop conversion is the latest of Conrad and Sadler’s brainchildren, and it takes as its foundation an airplane that has long had a following equally as fanatical as that for the Bonanza. 6427 Rutter Road Spokane, WA 99212 Phone: (509) 535-4401 Fax: (509) 534-2025 www.jetprop.com The Best Just Got Better! But Rocket Engineering is as healthy a company in GA as they come - knock on wood - because it is a rickety industry subject to whims of the economy, but they are very lively with their piper jet prop conversion. Fresh Annual in October! As demand for the Jetprop conversion inevitably began to wane, however, the engineer knew he’d need some new products, and that led to the development of the Turbine Air, a Beech B36TC converted to the same P&W engine. Darwin Conrad and Jeanie Sadler, who are majority owners of both companies, say the companies work force could more than double in size over the next five years if demand for their airplane conversions … Photo of The Week: Our Christmas List: A $72,000 Mach .84 Jet. The JetPROP DLX is an aermarket turbine engine conversion for the PA-46-310P Malibu and PA-46-350P Malibu Mirage. Plane and Pilot expands upon the vast base of knowledge and experience from aviation’s most reputable influencers to inspire, educate, entertain and inform. He has already worked his way through many of the flight and engineering tests, and expects to have the Royal’s STC in hand by mid-summer 2005. DLX - Photo taken at Samedan (St. Moritz) - Oberengadin (SMV / LSZS) in Switzerland on August 31, 2003. As the climb continues, the -34/35 will average about 1,000 FPM ROC through FL230 and the -21 will be at about 700 FPM. Predictably, converting a piston airplane to turbine power wasn’t exactly a slam dunk. Basically, the Royal Turbine Duke is the exact same conversion as the popular JetPROP times two. Also, mounting turbine engines repositioned the props three inches farther forward. As no active threats were reported recently by users, rocketengineering.com is SAFE to browse. A little history…the -34 was the first Jetprop conversion in the late 1990’s and when it became available it was the best of the best. Conrad has been through the STC certification wars many times, and he’s as familiar as anyone can be with the FAA’s requirements. Equipped with SynVis G500, user-friendly dual Avidyne IFD's, KMD850, upgraded … The “dash number” for a PT6 engine relates generally to the size of the engine and the amount of air that can be forced through the compressor section. Okay, the airframe is hardly new, but a million bucks won’t buy you anything like the same performance from a 20-year-old Piper Cheyenne III or a 25-year-old Cessna Conquest II. In 2002, Conrad and Sadler launched into a development program to replace everything from the firewall forward on the prototype Duke. At Oshkosh this past year they announced the "TurbineAir" - a tubroprop conversion … (Beech even condescended to mount the throttles in the proper, far-left position rather than in the center console as on the Barons.). When the airplanes were up and running, they manifested the same delightful handling as the Baron plus significantly better climb and cruise performance. In other words, start with a $150,000 to $200,000 Duke, buy the Royal Turbine conversion for $887,000, and you could be in a 300-knot, six-seat, twin turboprop for just over $1 million, albeit one fitted with two new engines. In the grand scheme of things, the ROC is just not a huge deal with either the -34/35 or the -21. Conversion takes about 14 weeks and is completed by Rocket Engineering at Felts Field, Spokane, Washington state. It is the best equipped Avidyne airplane on todays market. Now, there’s one more. Here’s the calculations for a flight from DFW to HOU (Houston, TX) on the same day using the same weather: On this shorter flight, the -21 arrives only 3 minutes later than the -34/35 and burns a comparatively equal amount of fuel. In case you hadn’t noticed, the Royal Turbine depicted on these pages is a Beech Duke with Pratt & Whitney PT6A turboprops in place of the standard piston, TIO-541 Lycoming engines. Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation. To date, Rocket has converted 10 Bonanzas to turbine power in a little over one year of production. With three variants of Rocket Engineering’s popular Jetprop Conversion, there seems to be a lot of confusion amongst the uninitiated and the -21 Conversion is certainly the most misunderstood of the Jetprop conversion. rocketengineering.com Garmin G500 EFIS with Synthetic Vision Technology. All of these engines perform well at lower altitudes since there’s plenty of available air density, but that changes as altitude is increased. The -34/35 will cruise at 260KTAS (average) at FL270, and the -21 will cruise at about 243 KTAS (average) at the same altitude. Another important payoff on the Royal turbine set at 91 knots, compared to about 81 knots on the turbine... 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