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INFORMATION PROVIDED FOR INTRODUCTION ONLY. 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. rocketengineering.com is 2 decades 2 years old. 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. Whereas the JetPROP burns 32 gph to obtain 260 KTAS, the Royal Turbine Duke will burn 64 gallons to cruise at 290 KTAS. My point…the slightly slower speed of the -21 translates into only a nominal flight time penalty. 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. The additional horsepower available that was used for the climb is turned into forward speed in cruising flight. All of these engines perform well at lower altitudes since there’s plenty of available air density, but that changes as altitude is increased. So, it seems appropriate for me to leap into the gap and post my thoughts on the -21. After Conrad’s turbine conversion, empty weight is now 4,480 pounds. To date, Rocket has converted 10 Bonanzas to turbine power in a little over one year of production. We launched for the flight levels out of Truckee-Tahoe Airport, in California, on one of those crystal-line, Chamber of Commerce days. 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). The -35 became the benchmark for the Jetprop conversion, replacing the -34. 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. 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. Given the lead-time to bring an STC to market, Rocket Engineering & JetProp have a steady stream of new STCs in their pipeline. In today’s market, good Jetprop’s tend to sell VERY quickly, often never being advertised on Controller or TAP. Rocket Engineering's flagship PT6A-35 conversion on the best pressurized, cabin-class, single engine airframe! Conrad has been through the STC certification wars many times, and he’s as familiar as anyone can be with the FAA’s requirements. Without a doubt, the -35 Conversion is the most popular of the conversions offered today. In 2002, Conrad and Sadler launched into a development program to replace everything from the firewall forward on the prototype Duke. 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. Jetprop conversion is a highly integrated STC-overseen by same certification office (ATL- ACO) Jetprop conversion is not âa PT-6 bolted on the front of a Malibuâ Jetprop (Rocket Engineering) enjoys strong customer service reputation ; Serviceability- Jetprop has distinct edge (Battery access, engine accessories access, etc) 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). It’s a magic number and one not often seen in turboprop corporate aircraft. This is a pristine, Sun Aviation & Rocket Engineering maintained 2015 Jetprop conversion with all available options. 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. 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. rocketengineering.com JetPROP and Rocket Engineering, based in Spokane, Washington, have performed 148 conversions (32 of which are from Europe) since receiving certification in 1998. That may be a bit of an over-simplification, but it’s a general good rule of thumb. 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. 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 are making all those sweet jetprop conversion). That’s about 160 airplanes, and Conrad and company aren’t done yet. 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. 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. The procedure takes 12 weeks and the average cost is $550,000. 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. Enjoy turbine performance with piston economics. - Photo taken at Samedan (St. Moritz) - Oberengadin (SMV / LSZS) in Switzerland on August 31, 2003. © 2020 Madavor Media, LLC. The standard, turbocharged Duke engines provided 380 hp per side to a critical altitude of about 17,000 feet. So, Rocket Engineering did what they do bestâ¦take a great airframe and mount a great engine (PT6) on the front. These airplanes are still Jetprops and are fabulous airplanes for the pilot that values efficiency. Rocket Engineering's new TurbineAir ... After that came the groundbreaking conversion for the Malibu. PRICE JUST REDUCED! I think it is simply “numerical prejudice”, but the -21 is less popular. Get 96119-01 by Rocket Engineering/Jetprop Llc for aircraft model DLX. 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. 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. 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. So, today you can only purchase a -21 Conversion or a -35 Conversion from the factory in Spokane. Bottom line forward…I really like the -21 Jetprop Conversion! 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. The Royal Turbine turboprop conversion is the latest of Conrad and Sadlerâs brainchildren, and it takes as its foundation an airplane that has long had a following equally as fanatical as that for the Bonanza. 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 my way of thinking, 9 minutes doesn’t move the needle very far on a flight of that length. 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. 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 even condescended to mount the throttles in the proper, far-left position rather than in the center console as on the Barons.). 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. The engines were so unreliable that many Dukes spent much of their time on the ramp or in the shop. Despite such enthusiasm, the pricey Duke was only a limited success. It is a domain having com extension. 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 Engineeringâs most popular mod is the JetProp DLX conversion of the Piper Malibu and Mirage, which replaces the piston engine with a Pratt & Whitney PT6. Buyers of a Jetprop value speed and many simply don’t understand buying anything that is “slower”. Conversion takes about 14 weeks and is completed by Rocket Engineering at Felts Field, Spokane, Washington state. 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. If that seems a bargain, it is—except for one major problem. And, remember…”power is always popular”. Flying in smooth air, I let the Royal Turbine run out to its maximum indicated airspeed. That’s just not enough of a time consideration to make a huge difference. It won't happen next year or the year after, perhaps noteven for another 20 years, but it'S likely avgas â¦ 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. Get your required aircraft engine mounts 96119-01 parts with competitive pricing. 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. Jetprops, ie piston engine aircraft converted to turbine seem tremendous value for money as far as I can see. So, although there are fewer -21 Jetprops on the market, there are certainly fewer buyers for the -21 than for the -35. Also, mounting turbine engines repositioned the props three inches farther forward. The fuel/air ratio that is burned in a PT6 engine is the same at any altitude. Rocket Engineering was an early pioneer and saw the potential of converting the piston-powered Malibu into their turboprop version â the JetPROP. Nevertheless, Duke owners almost unanimously adored their airplanes. The JetPROP DLX is an aermarket turbine engine conversion for the PA-46-310P Malibu and PA-46-350P Malibu Mirage. The cost is US$409,900. 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). Become a member and get exclusive access to articles, contests and more! 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. 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). Fresh Annual in October! In fact, the -34/35 has a STELLAR climb rate throughout the climb, and the -21 has a very acceptable ROC throughout the climb. When the airplanes were up and running, they manifested the same delightful handling as the Baron plus significantly better climb and cruise performance. 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. 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. â¦ A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. Well, not always. 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). Twenty percent of the entire PA-46 fleet have been converted. 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 Top 10 Planes Of All Time: WARNING: This List Goes To 11. DLX A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-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. The increase in power from 380 hp to 550 shp per side caused an increase in Vmc. The lost weight came out of a fairly forward CG position, and that shifted the balance point well aft. Normal multi-engine service ceiling, incidentally, remains the Duke’s original 30,000 feet. 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. Right up front, the most obvious difference is sheer, brute power. The swept, stiletto shape was an immediately recognizable winner. But, at high altitude (with the less dense air), the smaller -21’s power drops off quickly. As avgas becomes progressively more expensive and less available, more pilots of upscale singles and twins are looking for alternatives. Does the additional speed of the -34/35 translate into a meaningful lessening of flight time? This is an ASAP Semiconductor owned and operated website. Predictably, converting a piston airplane to turbine power wasn’t exactly a slam dunk. Probably not, but it is reality. 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. So…the -34/35 should beat the -21 to FL270 by a 2-3 minutes, easy. To date, Rocket has converted 10 Bonanzas to turbine power in a little over one year of production. So, don’t hesitate if you find a good -21 on the market. 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. 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. 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. “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. -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. Effectively, the -34 and -35 Conversions provide the same performance, so I will contrast the -34/35 collectively with the -21 in this discussion. Basically, the Royal Turbine Duke is the exact same conversion as the popular JetPROP times two. It won't happen next year or the year after, perhaps noteven for another 20 years, Garmin G500 EFIS with Synthetic Vision Technology. Jetprop conversions - any disadvantages? (Conrad lists SESC as 27,000 feet, but even that may be conservative.) 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