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 The airplane’s cruise climb at 175 knots was even more interesting at 2,000 fpm. The Top 10 Planes Of All Time: WARNING: This List Goes To 11. 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. 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. 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. Owner is stepping up to Jet. Rocket Engineering's flagship PT6A-35 conversion on the best pressurized, cabin-class, single engine airframe! The cost is US$409,900. Care to join the -21 owners club? Normal multi-engine service ceiling, incidentally, remains the Duke’s original 30,000 feet. 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. Is there a big difference on a shorter flight? 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. Effectively, the -21 performs nearly identically to the -34/35 at low altitude. Does the additional speed of the -34/35 translate into a meaningful lessening of flight time? So, it seems appropriate for me to leap into the gap and post my thoughts on the -21. 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 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: … 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. 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. 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. The JetPROP DLX is an aermarket turbine engine conversion for the PA-46-310P Malibu and PA-46-350P Malibu Mirage. 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 -21 is just as solid a cross-country machine as the -34/35. So, although there are fewer -21 Jetprops on the market, there are certainly fewer buyers for the -21 than for the -35. That’s about 160 airplanes, and Conrad and company aren’t done yet. 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. At Oshkosh this past year they announced the "TurbineAir" - a tubroprop conversion … The Royal Turbine is the latest product of the fertile imaginations of Darwin Conrad and Jeanie Sadler of Rocket Engineering in Spokane, Wash. 6427 Rutter Road Spokane, WA 99212 Phone: (509) 535-4401 Fax: (509) 534-2025 www.jetprop.com The Best Just Got Better! -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. 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. This suggests single-engine service ceiling (SESC) is well above that height. 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. 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