News from Jabiru

Jabiru Announce New 2 Seat Trainer

J400 Flight Test Progress

2200 Engine Uprated

Jabiru J160

What’s That?

Visitors to the Jabiru factory at Bundaberg over the last few months have been interested to see various parts of what looks like an overweight Jabiru LSA hiding away in the darker corners. The various bits and pieces have been for a new model, which made it’s first public appearance at Natfly 2004.

The main design brief for the new model was to be an aircraft suitable for use in General Aviation flying schools. Existing Jabiru models have been seen as unsuitable for this type of work because of their small size and somewhat unconventional control system layout, but these issues will be addressed with the J160. The new model has officially been named the Jabiru J160 and it uses the proven Jabiru 2200 4 cylinder engine. While clearly a member of the Jabiru family, the J160 is different in many ways to it’s siblings.

Inside:

The J160 is about 2.5” wider, 3” higher and slightly longer than the SP fuselage on which it is based. These increases make the J160 larger even than the J400 in terms of front seat roominess. The doors are all new; increasing in size, with a new latch design and an improved sealing system. The trademark Jabiru control layout has been revised for the J160 (though a “traditional” control variant will be available as a kit), with the aircraft available with toe brakes, electric flap actuation and a panelmounted dual throttle. Later versions will also fitted with dual control yokes and adjustable seats, making it’s controls entirely conventional and suitable for use in general aviation flying schools.

And Out:

Outside, the J160 uses many proven systems from existing Jabiru models; the larger brakes, cast wheel rims, heavy duty nose leg and horizontal tail assemblies from the J400 are given new homes, while the heavy-duty “bandy” legs from the SP range are also fitted. The cowls are based on the J400, but fit with fewer screws for a smoother finish, and the rudder has an overhung counterbalance, also similar to the J400. The first J160 has been fitted with Jabiru SP-500W wet wings, but eventually the aircraft will be able to use the longer Jabiru UL wings and either of the “dry” foam-cored wings.

How does it fly?

At the time of writing the first prototype has yet to leave the ground, but the design will not be finalised until it’s handling improves on the high standards set by the J400. The following predictions are offered as an approximate guide of what to expect:

When?

The first J160 kits are expected to be available around mid 2004 and will have Jabiru’s traditional control and cabin layout. Later versions of the kit with the new systems should be ready by the end of 2004, while certified, factory-built models will be delayed until the certification process is completed.

J400 Flight Testing:

Late last year the Jabiru J400 was put through a gruelling series of flight tests. The testing was to prove that the aircraft met the handling requirements of FAR 23 for UK Kit Approval. The flights assessed the aircraft’s handling, stability, stall behaviour and examined it’s spin characteristics (While the J400 is not approved for spins, this standard requires that the aircraft be easily recoverable from an accidental spin). Over the course of a busy week our factory demonstrator, VH-BNP, completed about 100 spins and a multitude of other tests during a dozen test flights.

The end result of this testing was an impressed test pilot (Keith Englesman), and a page full of ticks on BNP’s report card. The aircraft’s handling and stability were very good and it’s spins easy to recover. In several configurations the aircraft actually refused to spin; preferring to “mush” through the air or to enter a spiral dive. During the testing we found that when flying at the original forward CG limit of 0% MAC, the aircraft felt slightly nose-heavy. While the aircraft was safe to fly like this , we decided to change the CG envelope to a forward limit of 10% MAC. These changes are detailed in a revised flight manual for the J400 and J200, available from Jabiru or our local dealer.

Overall, we are very pleased with the results of this testing, and expect to see J400’s flying in UK skies very soon.

JABIRU 2200 ENGINE POWER RATINGS UPDATED

The power rating of the Jabiru 2200 engine has recently been increased from 80hp (60 kw) to 85 hp (64 kw).

The power increase is due to the continual evolution of the engine design and steady improvements in our manufacturing techniques. Improved machining of the head allowed an increase in the compression ratio, while improvements to the case have reduced “pumping” losses from the movement of air around the engine’s bottom end.