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. 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. This website is estimated worth of $ 8.95 and have a daily income of around $ 0.15. 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. Owner is stepping up to Jet. Also, you’ll typically be flying behind older, unwarranteed engines and may be susceptible to higher maintenance. A turbine engine is normally “torque limited” at lower altitudes and “temp limited” at higher altitudes. All of these engines perform well at lower altitudes since there’s plenty of available air density, but that changes as altitude is increased. That may be a bit of an over-simplification, but it’s a general good rule of thumb. 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 addition to strong climb and 300-knot cruise, another important payoff on the Royal Turbine is a significant improvement in payload. Right up front, the most obvious difference is sheer, brute power. Rocket Engineering JetProp DLX (Malibu Mirage version) Conversion cost: $599,000 (plus airframe cost) Specifications; Powerplant: Pratt & Whitney PT 6A-34, 750 shp, flat-rated to 560 shp: Recommended TBO: 4,000 hr: Propeller: Hartzell 4-blade, constant-speed, reversible: Length: 30 ft, 1 in: Height: 11 ft, 3 in: … Original TBO was only 1,200 hours, and reaching even that was questionable. 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) 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. 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 … 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. rocketengineering.com is 2 decades 2 years old. Is that a big deal? Jetprop conversions - any disadvantages? A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. Fresh Annual in October! 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. America’s owner-flown aircraft enthusiasts and active-pilot resource, delivered to your inbox! Conrad plans to offer two engine options on the Royal Turbine. So, don’t hesitate if you find a good -21 on the market. DLX So, the more air that can be forced through the compressor the more fuel can be burned and more power is generated. Become a member and get exclusive access to articles, contests and more! 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. 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. 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. 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”. 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). Does the additional speed of the -34/35 translate into a meaningful lessening of flight time? The fuel/air ratio that is burned in a PT6 engine is the same at any altitude. Nevertheless, Duke owners almost unanimously adored their airplanes. I fly all of the Jetprop variants frequently and I’d CERTAINLY buy a -21 if I were shopping for a Jetprop. Twenty percent of the entire PA-46 fleet have been converted. rocketengineering.com When the airplanes were up and running, they manifested the same delightful handling as the Baron plus significantly better climb and cruise performance. 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. Whereas the JetPROP burns 32 gph to obtain 260 KTAS, the Royal Turbine Duke will burn 64 gallons to cruise at 290 KTAS. Predictably, converting a piston airplane to turbine power wasn’t exactly a slam dunk. 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. It won't happen next year or the year after, perhaps noteven for another 20 years, Conrad has been through the STC certification wars many times, and he’s as familiar as anyone can be with the FAA’s requirements. 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 -35 became the benchmark for the Jetprop conversion, replacing the -34. So…the -34/35 should beat the -21 to FL270 by a 2-3 minutes, easy. 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. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. 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. -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. This suggests single-engine service ceiling (SESC) is well above that height. ASAP 360 Unlimited provides aircraft engine mounts with large no of inventory. PRICE JUST REDUCED! The cost is US$409,900. There are usually not very many of these conversions on the market, but one does show up every now and then. The standard, turbocharged Duke engines provided 380 hp per side to a critical altitude of about 17,000 feet. All rights reserved. I think it is simply “numerical prejudice”, but the -21 is less popular. Jetprops, ie piston engine aircraft converted to turbine seem tremendous value for money as far as I can see. 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. 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. 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. Piper Aircraft themselves saw the … Buyers of a Jetprop value speed and many simply don’t understand buying anything that is “slower”. Plane and Pilot expands upon the vast base of knowledge and experience from aviation’s most reputable influencers to inspire, educate, entertain and inform. 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). 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 has attracted customers here in the United States and especially in countries where avgas is prohibitively expensive or simply not 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. 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. 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. Rocket Engineering's new TurbineAir ... After that came the groundbreaking conversion for the Malibu. As a result, Conrad increased fuel capacity to 267 gallons of heavier jet fuel, reducing the theoretical payload improvement to 153 pounds—still impressive. 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. 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. INFORMATION PROVIDED FOR INTRODUCTION ONLY. 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, it seems appropriate for me to leap into the gap and post my thoughts on the -21. The difference with the -35s installed will be better climb at high altitude and about 25 knots more cruise in the middle flight levels. Conrad commented that he had seen nearly 4,500 fpm flying alone on flight tests with 100 gallons aboard. As of September 2008, 233 JetPROP conversions had been completed and delivered by Rocket Engineering of Spokane, WA. Equipped with SynVis G500, user-friendly dual Avidyne IFD's, KMD850, upgraded … This Incredible Plane: Scaled Composites Proteus. In order to rebalance the envelope, Conrad relocated both batteries to the nose, as far forward as possible. 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. In the grand scheme of things, the ROC is just not a huge deal with either the -34/35 or the -21. 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). After the JetProp program was established, Rocket Engineering designed a PT- 6A-21 conversion for the Beechcraft Bonanza (B36TC). 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. Concerning comparative costs, there are two variables to consider: initial acquisition costs and engine reserve costs. Also, mounting turbine engines repositioned the props three inches farther forward. 6427 Rutter Road Spokane, WA 99212 Phone: (509) 535-4401 Fax: (509) 534-2025 www.jetprop.com The Best Just Got Better! Bottom line forward…I really like the -21 Jetprop Conversion! 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 my way of thinking, 9 minutes doesn’t move the needle very far on a flight of that length. Easy browsing, fast Shipping. The base airframe converted provides the main foundation for the success of the JetPROP DLX: a strong single … Are there any major disadvantages over the equivalent piston engined / turboprop (putting aside the initial cost obviously). “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. And, remember…”power is always popular”. ... they are making all those sweet jetprop conversion). 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. The engines were so unreliable that many Dukes spent much of their time on the ramp or in the shop. 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 … 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? So, it seems appropriate for me to leap into the gap and post my thoughts on the -21. 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). (Conrad lists SESC as 27,000 feet, but even that may be conservative.) The increase in power from 380 hp to 550 shp per side caused an increase in Vmc. Is this appropriate? After Conrad’s turbine conversion, empty weight is now 4,480 pounds. The JetPROP DLX is an aermarket turbine engine conversion for the PA-46-310P Malibu and PA-46-350P Malibu Mirage. Effectively, the -34 and -35 Conversions provide the same performance, so I will contrast the -34/35 collectively with the -21 in this discussion. This is an ASAP Semiconductor owned and operated website. Get 96119-01 by Rocket Engineering/Jetprop Llc for aircraft model DLX. It won't happen next year or the year after, perhaps noteven for another 20 years, but it'S likely avgas … Photo of The Week: Our Christmas List: A $72,000 Mach .84 Jet. 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. Rocket Engineering continues to offer excellent value, and performance, with their Piper Malibu and Malibu Mirage conversions. As of September 2008, 233 JetPROP conversions had been completed and delivered by Rocket Engineering … I’d take a nice, well-maintained -21 any day over a less-than-stellar -34/-35. The procedure takes 12 weeks and the average cost is $550,000. 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. 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. Rocket Engineering's flagship PT6A-35 conversion on the best pressurized, cabin-class, single engine airframe! This JetProp DLX has great bones! But, as the climb continues, the ITT increases and the torque decreases. As no active threats were reported recently by users, rocketengineering.com is SAFE to browse. ; and 2) How much hourly operating cost can you afford? Despite such enthusiasm, the pricey Duke was only a limited success. No damage history, no excuse, ready to fly airplane. JetPROP and Rocket Engineering, based in Spokane, Washington, have performed 148 conversions (32 of which are from Europe) since receiving certification in 1998. In today’s market, good Jetprop’s tend to sell VERY quickly, often never being advertised on Controller or TAP. 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. There’s is one disadvantage to the -21…the market does not favor the -21. Conrad’s replacement P&W turboprops put out 550 shp to the same or higher altitude. In 2002, Conrad and Sadler launched into a development program to replace everything from the firewall forward on the prototype Duke. Just under 130 Malibus have so far undergone conversion to JetProp DLX standard. 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 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). To me, the -21 is just as solid a cross-country machine as the -34/35. New parts added daily. Without a doubt, the -35 Conversion is the most popular of the conversions offered today. This Incredible Plane: Cessna 152 Aerobat: Spin Cycle! 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. 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. To date, Rocket has converted 10 Bonanzas to turbine power in a little over one year of production. 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. 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. 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. The P&W turbines were collectively about 550 pounds lighter than the Lycomings, but that didn’t all translate to additional payload. It performed well and was popular and was a really good conversion. Fans of turboprops know Darwin Conrad as the engineer responsible for creating the Malibu Jetprop. 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. The two most important questions are: 1) How much turbine reliability are you willing to pay for? 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. 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. 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 Best Just Got Better! So, today you can only purchase a -21 Conversion or a -35 Conversion from the factory in Spokane. Now, there’s one more. 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. 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. Rocket Engineering was an early pioneer and saw the potential of converting the piston-powered Malibu into their turboprop version – the JetPROP. The lost weight came out of a fairly forward CG position, and that shifted the balance point well aft. 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. So, although there are fewer -21 Jetprops on the market, there are certainly fewer buyers for the -21 than for the -35. It is the best equipped Avidyne airplane on todays market. The additional horsepower available that was used for the climb is turned into forward speed in cruising flight. When it does, I get a lot of questions from prospective buyers, most wanting to know if the -21 is “worth owning”. These airplanes are still Jetprops and are fabulous airplanes for the pilot that values efficiency. 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. At such spectacular climb rates, it doesn’t take long to reach big altitudes, and we leveled seven minutes after takeoff at 23,000 feet, the airplane’s optimum speed height. (Beech even condescended to mount the throttles in the proper, far-left position rather than in the center console as on the Barons.). On the way downhill from our cruise checks, Conrad suggested I stop momentarily at 21,000 feet and shut down the right engine. 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. ROCKET ENGINEERING OF SPOKANE, WASH., says it plans to obtain FAA certification of the Turbine P/Baron in December 2006. 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 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. 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). © 2020 Madavor Media, LLC. Flying in smooth air, I let the Royal Turbine run out to its maximum indicated airspeed. Care to join the -21 owners club? 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. As avgas becomes progressively more expensive and less available, more pilots of upscale singles and twins are looking for alternatives. - Photo taken at Samedan (St. Moritz) - Oberengadin (SMV / LSZS) in Switzerland on August 31, 2003. Is there a big difference on a shorter flight? What is “numerical prejudice”? It has attracted customers here in the United States and especially in countries where avgas is prohibitively expensive or simply not available. 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 reasoned that things could only get better and more reliable (if more expensive) by replacing the troublesome TIO-541s with P&W turboprops. This is a pristine, Sun Aviation & Rocket Engineering maintained 2015 Jetprop conversion with all available options. 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