Is this appropriate? Effectively, the -34 and -35 Conversions provide the same performance, so I will contrast the -34/35 collectively with the -21 in this discussion. As the -34/35 goes through FL180, the average rate of climb (ROC) is about 1,200 FPM; as the -21 goes through FL180, the average ROC will be about 900 FPM. 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. Is there a big difference on a shorter flight? 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) On the way downhill from our cruise checks, Conrad suggested I stop momentarily at 21,000 feet and shut down the right engine. Jetprop conversions - any disadvantages? Also, you’ll typically be flying behind older, unwarranteed engines and may be susceptible to higher maintenance. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. In today’s market, good Jetprop’s tend to sell VERY quickly, often never being advertised on Controller or TAP. Garmin G500 EFIS with Synthetic Vision Technology. 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). Original TBO was only 1,200 hours, and reaching even that was questionable. Piper Aircraft themselves saw the … When it does, I get a lot of questions from prospective buyers, most wanting to know if the -21 is “worth owning”. Conversion takes about 14 weeks and is completed by Rocket Engineering at Felts Field, Spokane, Washington state. Add the weight of 267 gallons of jet fuel (at 6.7 pounds per gallon), and the Royal Turbine winds up with a payload of 731 pounds, an easy four folks plus baggage. The -34/35 will cruise at 260KTAS (average) at FL270, and the -21 will cruise at about 243 KTAS (average) at the same altitude. Well, not always. This Incredible Plane: Cessna 152 Aerobat: Spin Cycle! That may be a bit of an over-simplification, but it’s a general good rule of thumb. JetPROP and Rocket Engineering, based in Spokane, Washington, have performed 148 conversions (32 of which are from Europe) since receiving certification in 1998. 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. As a result, Conrad increased fuel capacity to 267 gallons of heavier jet fuel, reducing the theoretical payload improvement to 153 pounds—still impressive. So, don’t hesitate if you find a good -21 on the market. Is that a big deal? I fly all of the Jetprop variants frequently and I’d CERTAINLY buy a -21 if I were shopping for a Jetprop. rocketengineering.com is 2 decades 2 years old. This website is estimated worth of $ 8.95 and have a daily income of around $ 0.15. The engines were so unreliable that many Dukes spent much of their time on the ramp or in the shop. Easy browsing, fast Shipping. The procedure takes 12 weeks and the average cost is $550,000. INFORMATION PROVIDED FOR INTRODUCTION ONLY. In fact, the -34/35 has a STELLAR climb rate throughout the climb, and the -21 has a very acceptable ROC throughout the climb. 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. PRICE JUST REDUCED! In 2002, Conrad and Sadler launched into a development program to replace everything from the firewall forward on the prototype Duke. To me, the -21 is just as solid a cross-country machine as the -34/35. Now, there’s one more. 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. 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. 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. This suggests single-engine service ceiling (SESC) is well above that height. The standard, turbocharged Duke engines provided 380 hp per side to a critical altitude of about 17,000 feet. Photo of The Week: Our Christmas List: A $72,000 Mach .84 Jet. 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 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. Where this switch occurs is usually observed by the pilot so he monitors the correct limiting factor. This is a pristine, Sun Aviation & Rocket Engineering maintained 2015 Jetprop conversion with all available options. 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). But, as the climb continues, the ITT increases and the torque decreases. There’s is one disadvantage to the -21…the market does not favor the -21. Rocket Engineering continues to offer excellent value, and performance, with their Piper Malibu and Malibu Mirage conversions. We launched for the flight levels out of Truckee-Tahoe Airport, in California, on one of those crystal-line, Chamber of Commerce days. It has attracted customers here in the United States and especially in countries where avgas is prohibitively expensive or simply not available. 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 Jetprop DLX produced by Piper. (Beech even condescended to mount the throttles in the proper, far-left position rather than in the center console as on the Barons.). The P&W turbines were collectively about 550 pounds lighter than the Lycomings, but that didn’t all translate to additional payload. 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. 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. - Photo taken at Samedan (St. Moritz) - Oberengadin (SMV / LSZS) in Switzerland on August 31, 2003. ; and 2) How much hourly operating cost can you afford? 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. So, Rocket Engineering did what they do best…take a great airframe and mount a great engine (PT6) on the front. rocketengineering.com 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. 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). Buyers of a Jetprop value speed and many simply don’t understand buying anything that is “slower”. In addition to strong climb and 300-knot cruise, another important payoff on the Royal Turbine is a significant improvement in payload. 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. Basically, the Royal Turbine Duke is the exact same conversion as the popular JetPROP times two. 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. 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. To date, Rocket has converted 10 Bonanzas to turbine power in a little over one year of production. Effectively, the -21 performs nearly identically to the -34/35 at low altitude. Jetprops, ie piston engine aircraft converted to turbine seem tremendous value for money as far as I can see. In the grand scheme of things, the ROC is just not a huge deal with either the -34/35 or the -21. Twenty percent of the entire PA-46 fleet have been converted. The swept, stiletto shape was an immediately recognizable winner. So, it seems appropriate for me to leap into the gap and post my thoughts on the -21. 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. All rights reserved. As of September 2008, 233 JetPROP conversions had been completed and delivered by Rocket Engineering of Spokane, WA. The -21 is certainly the cheapest turbine to acquire/operate, and owners become rightfully passionate. Care to join the -21 owners club? With his experience installing and flying the PT6A-21 and -35 in the Malibu Jetprop, he knew the P&W engine was about as bulletproof as they come, rated for 3,600 hours between overhauls and willing to run that long with very little service. To my way of thinking, 9 minutes doesn’t move the needle very far on a flight of that length. I’d take a nice, well-maintained -21 any day over a less-than-stellar -34/-35. Just under 130 Malibus have so far undergone conversion to JetProp DLX standard. Concerning comparative costs, there are two variables to consider: initial acquisition costs and engine reserve costs. So…the -34/35 should beat the -21 to FL270 by a 2-3 minutes, easy. The Best Just Got Better! The JetPROP DLX is an aermarket turbine engine conversion for the PA-46-310P Malibu and PA-46-350P Malibu Mirage. Conrad plans to offer two engine options on the Royal Turbine. Fans of turboprops know Darwin Conrad as the engineer responsible for creating the Malibu Jetprop. Flying in smooth air, I let the Royal Turbine run out to its maximum indicated airspeed. This is an ASAP Semiconductor owned and operated website. Rocket Engineering's new TurbineAir ... After that came the groundbreaking conversion for the Malibu. 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. To answer that question, I turn to www.fltplan.com which has templates for both the -21 and -34/35 conversions (incidentally, I use fltplan.com for all of my flight planning, mainly because they have SUPER-accurate fuel-burn calculations as they use ACTUAL forecast winds in the flight time/fuel burn analysis). The two most important questions are: 1) How much turbine reliability are you willing to pay for? These airplanes are still Jetprops and are fabulous airplanes for the pilot that values efficiency. The -35 became the benchmark for the Jetprop conversion, replacing the -34. Not in my book. 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. 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). “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. Collectively, these changes offset the lighter engines and restored the balance. We are a leading supplier of aircraft engine mounts. 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. So, the more air that can be forced through the compressor the more fuel can be burned and more power is generated. New parts added daily. My usual response is, “Absolutely!”  But, as is true with most aircraft purchase decisions, “he with the most information usually wins.”  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. ... they are making all those sweet jetprop conversion). 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. So, although there are fewer -21 Jetprops on the market, there are certainly fewer buyers for the -21 than for the -35. (Conrad lists SESC as 27,000 feet, but even that may be conservative.) Conrad’s replacement P&W turboprops put out 550 shp to the same or higher altitude. There are usually not very many of these conversions on the market, but one does show up every now and then. 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. 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. 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 My point…the slightly slower speed of the -21 translates into only a nominal flight time penalty. 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. Given the lead-time to bring an STC to market, Rocket Engineering & JetProp have a steady stream of new STCs in their pipeline. 1999 PIPER JETPROP For Sale in Providence, Rhode Island at Controller.com. Also, mounting turbine engines repositioned the props three inches farther forward. NFlightMic’s product is the best headset on the market, Deanna’s India-to-US Ferry Flight in a King Air C90, -21 = 2’24” burning 76.9 gallons of Jet-A, -34/35 = 2’15” burning 75.8 gallons of Jet-A, -21 = 1’12” burning 43.3 gallons of Jet-A, -34/35 = 1’09” burning 40.5 gallons of Jet-A. And, remember…”power is always popular”. The fuel/air ratio that is burned in a PT6 engine is the same at any altitude. Rocket Engineering's flagship PT6A-35 conversion on the best pressurized, cabin-class, single engine airframe! As avgas becomes progressively more expensive and less available, more pilots of upscale singles and twins are looking for alternatives. Probably not, but it is reality. The Turbine Air initially climbs at 3,000 fpm, has a maximum altitude of 25,000 feet, and consumes 29 gph while cruising at 225 KTAS at FL180. When the airplanes were up and running, they manifested the same delightful handling as the Baron plus significantly better climb and cruise performance. The difference with the -35s installed will be better climb at high altitude and about 25 knots more cruise in the middle flight levels. No damage history, no excuse, ready to fly airplane. As of September 2008, 233 JetPROP conversions had been completed and delivered by Rocket Engineering … 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 … The lost weight came out of a fairly forward CG position, and that shifted the balance point well aft. It’s a magic number and one not often seen in turboprop corporate aircraft. Both PT6As are flat-rated for 550 shp, but the -35 will maintain that power to 21,000 feet while the -21s begin to lose thrust at 16,000 feet. Conrad commented that he had seen nearly 4,500 fpm flying alone on flight tests with 100 gallons aboard. Conrad reasoned that things could only get better and more reliable (if more expensive) by replacing the troublesome TIO-541s with P&W turboprops. The cost is US$409,900. It performed well and was popular and was a really good conversion. Are there any major disadvantages over the equivalent piston engined / turboprop (putting aside the initial cost obviously). That’s about 160 airplanes, and Conrad and company aren’t done yet. So, it seems appropriate for me to leap into the gap and post my thoughts on the -21. Equipped with SynVis G500, user-friendly dual Avidyne IFD's, KMD850, upgraded … 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. But, at high altitude (with the less dense air), the smaller -21’s power drops off quickly. 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. Predictably, converting a piston airplane to turbine power wasn’t exactly a slam dunk. The base airframe converted provides the main foundation for the success of the JetPROP DLX: a strong single … The additional horsepower available that was used for the climb is turned into forward speed in cruising flight. 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 … 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. 6427 Rutter Road Spokane, WA 99212 Phone: (509) 535-4401 Fax: (509) 534-2025 www.jetprop.com The Best Just Got Better! Owner is stepping up to Jet. Enjoy turbine performance with piston economics. 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. It has attracted customers here in the United States and especially in countries where avgas is prohibitively expensive or simply not available. The Royal Turbine is the latest product of the fertile imaginations of Darwin Conrad and Jeanie Sadler of Rocket Engineering in Spokane, Wash. 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. So, today you can only purchase a -21 Conversion or a -35 Conversion from the factory in Spokane. 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. Minimum single-engine control speed on the Royal Turbine has been set at 91 knots, compared to about 81 knots on the original Duke. … It is a domain having com extension. 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. What is “numerical prejudice”? Normal multi-engine service ceiling, incidentally, remains the Duke’s original 30,000 feet. Buyers of the -21 become aware of the lack of any consequential differences in performance and are therefore happy to buy a – 21 if it is available. ROCKET ENGINEERING OF SPOKANE, WASH., says it plans to obtain FAA certification of the Turbine P/Baron in December 2006. 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. 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. 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. DLX It is the best equipped Avidyne airplane on todays market. Enjoy the unparalleled efficiency and speed of this well-priced 2003 JetProp DLX (-35) conversion of the desirable 1999 Mirage airframe. 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. Despite such enthusiasm, the pricey Duke was only a limited success. 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. Conrad has been through the STC certification wars many times, and he’s as familiar as anyone can be with the FAA’s requirements. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. 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. Fresh Annual in October! 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. © 2020 Madavor Media, LLC. All of these engines perform well at lower altitudes since there’s plenty of available air density, but that changes as altitude is increased. Originally certified in 1998 as the JetPROP DLX with a Pratt & Whitney PT6A-34 engine, conversions 90 and above used the P&W PT6A-35, after the -34 was … To date, Rocket has converted 10 Bonanzas to turbine power in a little over one year of production. 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). 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. ASAP 360 Unlimited provides aircraft engine mounts with large no of inventory. That’s just not enough of a time consideration to make a huge difference. Whereas the JetPROP burns 32 gph to obtain 260 KTAS, the Royal Turbine Duke will burn 64 gallons to cruise at 290 KTAS. 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. 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, … It won't happen next year or the year after, perhaps noteven for another 20 years, 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”. Plane and Pilot expands upon the vast base of knowledge and experience from aviation’s most reputable influencers to inspire, educate, entertain and inform. 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? Rocket Engineering was an early pioneer and saw the potential of converting the piston-powered Malibu into their turboprop version – the JetPROP. After Conrad’s turbine conversion, empty weight is now 4,480 pounds. -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. Bottom line forward…I really like the -21 Jetprop Conversion! An over-simplification, but it ’ s a general good rule of thumb a of. Fans of turboprops know Darwin rocket engineering jetprop conversion as the climb continues, the -21! Conversion of the turbine P/Baron in December 2006 beat the -21 translates into only a limited success airframe mount. 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