Get 96119-01 by Rocket Engineering/Jetprop Llc for aircraft model DLX. The engines were so unreliable that many Dukes spent much of their time on the ramp or in the shop. New parts added daily. 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. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. Does the additional speed of the -34/35 translate into a meaningful lessening of flight time? Nevertheless, Duke owners almost unanimously adored their airplanes. Normal multi-engine service ceiling, incidentally, remains the Duke’s original 30,000 feet. Also, mounting turbine engines repositioned the props three inches farther forward. 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, â¦ Enjoy turbine performance with piston economics. 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). 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. In fact, the -34/35 has a STELLAR climb rate throughout the climb, and the -21 has a very acceptable ROC throughout the climb. Conrad commented that he had seen nearly 4,500 fpm flying alone on flight tests with 100 gallons aboard. We launched for the flight levels out of Truckee-Tahoe Airport, in California, on one of those crystal-line, Chamber of Commerce days. 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. Is this appropriate? So, although there are fewer -21 Jetprops on the market, there are certainly fewer buyers for the -21 than for the -35. 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. If that seems a bargain, it is—except for one major problem. It has attracted customers here in the United States and especially in countries where avgas is prohibitively expensive or simply not available. 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 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. Given the lead-time to bring an STC to market, Rocket Engineering & JetProp have a steady stream of new STCs in their pipeline. Rocket Engineering Corporation/Spokane, WA USA is a leading holder of after-market STCâd PT6A turbine conversions for the PA46 Malibu/Mirage (âJetPROPâ), Duke B60 (âRoyal Turbine Dukeâ) and Bonanza B36TC (âTurbineAirâ) aircraft.. Mastenbroek Aeroskill is factory trained and will support your conversions. The fuel/air ratio that is burned in a PT6 engine is the same at any altitude. Flying in smooth air, I let the Royal Turbine run out to its maximum indicated airspeed. A lower cost JetPROP DL conversion became available in October 2003 utilizing the P&W PT6A-21. I think it is simply “numerical prejudice”, but the -21 is less popular. Plane and Pilot expands upon the vast base of knowledge and experience from aviation’s most reputable influencers to inspire, educate, entertain and inform. 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 â¦ Despite such enthusiasm, the pricey Duke was only a limited success. Whereas the JetPROP burns 32 gph to obtain 260 KTAS, the Royal Turbine Duke will burn 64 gallons to cruise at 290 KTAS. 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 â¦ But, as the climb continues, the ITT increases and the torque decreases. In today’s market, good Jetprop’s tend to sell VERY quickly, often never being advertised on Controller or TAP. The P&W turbines were collectively about 550 pounds lighter than the Lycomings, but that didn’t all translate to additional payload. With three variants of Rocket Engineeringâs 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. 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. Did what they do bestâ¦take a great engine ( PT6 ) on the way downhill our! Are a leading supplier of aircraft engine mounts solid a cross-country machine the. 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