What is unique about the nose tire?

Its strange one - you have to shave down the sidewall of a standard tire ever so slightly.

I have heard this may not be needed anymore as the tire's manufacturing tolerance has improved, but don't quote me on that.

Regardless, I have never had an issue getting a new nose wheel tire.

Just let my kids drive it a while, they will shave plenty off in no time.

Darwin Conrad spoke to Jetprop owners at last years PMOPA annual convention in Austin. Rocket continues to fully support the Jetprop conversions and plans to do so in the foreseeable future. The office operates 4 hrs a day. Darwin said he has kits to do additional conversions. Having owned a Jetprop for 9 years now I have purchased more Piper parts than Jetprop parts. Actually the only Jetprop part I have purchased was nose tire the first year I owned it. I have found that many parts used in the conversion are commercially available and not Jetprop exclusive. This was a pleasant surprise for that is not true for Piper as they slap a part number on an oem part and charge 3-5x.

I am sure that was his intention last year. Here are pictures of Rocket Engineering's office and hangar at Felts Field taken last Tuesday by a Mooney owner based there. The second is a blow up of the sign on the hangar door that says, "Hanger (misspelled) & Office AVAILABLE".

Something is afoot.

I would not read too much into this building for sale. Clearly Rocket is no longer doing conversions that at one time they had 10-12 conversions in process at any give time at this facility. So likely the excess space is no longer needed. With over 300 active Jetprops in service and very active Supporting maintenance facilities we would know if something was going on.

Late to the party here, but we moved from a Baron to a JetProp -35. Have a bunch of Baron time and still “green” to the JP, but so far it has been the right choice for our mission.

Our primary mission is a little over 200NM on the west coast with some mountains, short runways, etc. with a 55 Baron, we would burn 40gal each way. With a 58 we might burn 45 gal each way. With the JP we are looking at around 47 gals burned each way but we get to go at FL 210 or FL220. That makes the JP a true 6 seat airplane for our mission with the proper fuel load.

Annuals, MX, insurance, and other expenses have been as underwritten. You can fly a 55 around for 100 hours/year for $40k, a 58 for maybe $50-$60k (depends on hull value), and a JP for $70k.

You can’t rent turbine time, so if you want to get behind a PT-6 then a JetProp will be the most cost-effective route. Yes, there are some quirks and I admit it does not fly like a Beechcraft, but it is a safe and proven platform when operated properly. Coming from a Baron, I am assuming that that a JetProp will likely make you very happy if it fits your mission. For the long business hauls with one or two people it is an excellent 800nm airplane. But it is not for taking the family the distance… You need a TBM or M600 for that and the economics are much different.

I guess it just depends on what you are looking for, but it has been a good move for us.

Reach out if you have any questions as I feel like I now have a good understanding of the ownership and operating realities of the JP.

Cheers,

Wes