A bigger bird

Supplying the factory-built and kit market with the Jabiru as ‘RAA’ or ‘VH’ registered, the company has continued to refine and grow its product. The big brothers of the fleet are the J230 and its 4 seat variant, the J430. These two larger Jabirus not only share a common heritage, they are built to the same specifications, with the exception of seating and certified MTOW. As the LSA aircraft have a limitation of 2 seats, the J430 is offered in kit form for operation in the ‘Experimental’ category. In support of this, Jabiru offer programs that allow the owner to build their J430 kit onsite under the experienced, watchful eyes of the folks at Jabiru. The outcome is a quality aircraft, built in quick time and complying with the regulatory requirement that the builder must be able to demonstrate at least fabrication and installation of the components of the aircraft.

Today, the J230/430 reflect the fastest growing numbers in the Jabiru bloodline as the customers seek a little more space and performance from this ever popular type. Given the professional approach of the Bundaberg-based company, this trend is set to continue.

On the Numbers.

While the origins of the Jabiru 430 can be tracked directly back to the first Jabiru LSA 55/2K, it has evolved substantially through its smaller siblings, the J-120, -160 and -170. Though sharing similar lines to the smaller models, the J430 immediately catches the eye by its longer fuselage, additional mid window and rear entry door on the port side. Substantial winglets are also evident and offer additional aileron authority approaching the stall.

The aircraft is manufactured using Fibre Reinforced Plastic (FRP) technologies and herein lies much of the reason for the empty weight of 360kg. Quite impressive considering the empty weight of a Piper Warrior is nearly 300kg heavier. This permits quite an effective uplift alongside the MTOW of 600kg if RAA registered, or 700kg if ‘VH registered’.

Putting the power in the performance is a Jabiru 6 cylinder 3300A engine. Logically, it has an engine capacity of 3300cc which produces an output of 120hp (90kW), while burning 20-25 lph of Avgas to cruise up to 120kt. Jabiru is one of the few manufacturers left who produce both airframes and engines and you can find their powerplants under the cowlings of a wide variety of aeroplanes around the world. The Jabiru 3300 engine is not a ‘best fit’; the aircraft was designed around it.

The advertised maximum fuel capacity of 135 litres is shared between two wing tanks. However, there is also a 5 litre ‘header tank’ under the rear bulk head in the J230 and under the rear seat for the J430. With full tanks, the J430 offers a range in the vicinity of 700nm at best range speed, though with 4 people on board the fuel load will need to be reduced. This is where VH registration of the aircraft can be of assistance, allowing the MTOW to surpass the RAA limit of 600kg to a MTOW of 700kg.

Powers of Deception.

The J430 is akin to its other stable mates in that you really have to try a Jabiru on before you can see how it fits. As you approach it, the sleek lines conceal the space within the cabin to some degree and not until you are seated and strapped in can you appreciate the cabin height and width. The comfort factor is for greater than many traditional trainer/tourers and when compounded with the large windscreen and low-cut side windows, offers a definitely airy feel.

Behind the front seat, the 2 seat J230 offers a large floor space, which is occupied by an additional two seats in the J430. The rear cabin is accessed by a door on the port side which is secured in the same manner as the front doors with a latch and additional pin on the upper window frame for added security. Behind the rear seat lays a small luggage compartment and another little secret. Instead of a rigid bulkhead, the aft fuselage is concealed by a detachable soft panel allowing storage of long, light items such as fishing rods or skis. This long narrow section of the fuselage is not filled with control cables and bell cranks that would normally be fouled by such a load.

Access to the front seats is simple by backing up to the door sill, sitting down and then bringing the legs up into the cockpit. The seats are fixed, in fact they are integral to the aeroplane’s structure and seating position is modified by adjustable rudder pedals and tailored seat cushions if a little further elevation is needed. Once in position, the pilot is presented with a variety of potential instrument panel layouts, which is becoming par for course in the rapidly evolving world of general aviation avionics. The compact communications radios are made by Microair, yet another Bundaberg aviation enterprise. The lower panel features the variety of toggle switches with a clever little guard between the two magneto switches to reduce the likelihood of an inadvertent selection to ‘OFF’.

Between the seats is a central contoured armrest which is essential as the ‘U-shaped’ control column lies just ahead. This control column is reminiscent of the Victa Airtourer’s central ’Stirrup’ and permits easy operation of the aircraft from either front seat, increasing its appeal to the training environment. Also centrally situated ahead of the control column are the brake lever and dual trim levers which control the spring balanced system. On the pilot’s side of the pedestal is a guarded fuel selector, while the quantity gauge is located just above the door frame.

Owners of early model Jabirus will some divergence from the earlier designs. Aside from the control column and dual trim levers, the J430 and its newer contemporaries have shed some of other ‘Jabiruisms’, in favour of a more conventional modern cockpit layout with an impressive EFIS display. The throttle is no longer situated between the pilot’s legs and is mounted outboard on either side of the flight panel, though there is no variable friction control. Ceiling-mounted flap levers have been replaced by electric flaps, which are actuated by a central ergonomically designed switch. Overall, the changes not only make the aircraft more attractive as a trainer, but offer more familiarity for a new owner converting from another type.

Taking Flight.

For the AirTest our J430 is a “VH-registered” aircraft and Jabiru’s highly experienced Jamie Cook is in the other seat. Having been with the company and flown the Jabiru range his entire adult life, Jamie has also been the test pilot for Jabiru through the stringent certification requirements. Furthermore, he owns an immaculate J430 tucked in the hangar, so it’s fair to say he knows his way around the aircraft.

Starting the Jabiru 3300 engine is straightforward. Magnetos and master switch on, choke out if it’s a cold start, and then push the starter button for the engine to burst into life. It is worth noting that there is no accelerator pump associated with the throttle, so attempting to pumping throttle or leaving it cracked for start will have no effect.

The lightness of the airframe is evident as the aircraft commences taxying with minimal coaxing. In the absence of toe brakes, the hand brake lever sits on the central pedestal ahead of the control column the U-shaped control column permits easy use by cradling the forearm in the padded ‘U’ section. The nose gear provides adequate clearance for the Australian-made wooden propeller.

After the pre-take off sequences and half flap selected, the aircraft is lined up for departure. Advancing the throttle the aircraft accelerates rapidly, lifting the nosewheel off at around 45kt and becoming airborne about 10kt later in less than 200m. Placing both feet on the floor on climb out the balance ball deflects its own width out of its central position. The rudder required on climb is notable, but by no means excessive. The longer fuselage and resulting moment arm for the rudder gives the J430 a much greater degree of directional stability compared to the very early model kit Jabiru I had previously flown.

With two on board we establish a comfortable climb speed of 80kt and nudge 1000 fpm rate of climb. We are quickly levelled out at 3,000’ and throttle back to 2850 rpm which gives an indicated airspeed of 120kt. For Lycoming and Continental pilots, the higher rpm regimes are standard for the Jabiru engine.

We set off along the coast and establish ourselves over Mon Repos Beach, the historic site of Bert Hinkler’s first glider flights. The immediate impression of the J430 is its stability for a light aircraft. 45 degree steep turns are easily managed and can even be comfortably entered with balanced use of rudder and trim. Once established, the aircraft will maintain the turn, even with your feet on the floor!

Despite an impressive cruise speed of up to 120kt, the J430 is even more at home in the slow speed envelope. Its stall characteristics are seemingly viceless in both clean (45kt) and approach (40kt) configurations. A very subtle buffet commences about 8kt before the stall and there was no noticeable wing drop tendency. The aircraft just sat there in the stalled condition and was easily recovered by relaxing the back pressure and introducing power.

With the power off, the aircraft glides at 70kt with and indicated rate of descent of 350-400fpm, which is reassuring should the engine quit after take off. Increasing the speed to 75kt, the aircraft was then side-slipped and the resulting rate of descent peaked at 1200fpm. In all phases of flight, control authority was sound and more than ample to get the aircraft back on track.

Returning to the circuit, the J430 joined down wind at 120kt so planning for folks converting from Cessnas and Pipers to the Jabiru is essential. Like so many ‘lighter’ LSA aircraft, they need to be managed around the base leg. Simply retarding the throttle will not slow the aircraft down if the attitude is not maintained. If the nose is allowed to drop, the flap extension speed of 80kt will be a long time coming. However, management of attitude, power and drag on base in a correct fashion will see the J430 nicely positioned at 75kt with half flap. On final with full flap and 70kt, the aircraft will fly a very stable approach.

The flare is straightforward, though the clean 9.5m ‘wingletted’ span will want to keep the aircraft flying if any excess speed is carried or the flare is initiated too early. The wide track tricycle undercarriage allows a comfortable touch down and raising the flap to half stage permits a touch and go after a very brief ground roll of around 180m. For pilots familiar with aircraft possessing a central throttle, some forethought to the management of the touch and go is worthwhile as the flap lever is not proximal to the Jabiru’s outboard throttle.

The large windscreen and low set side windows afford good visibility in the circuit and generous peripheral outlook in the flare. With good climb performance and a downwind speed of up to 120kt, there is potential to get very good value for your dollar when circuit training. Overall, value is a prime feature of the Jabiru fleet.

Quality Control

The Jabiru company was a pioneer of the LSA scene in Australia. As such, they have endured the rigorous processes of certification time and again. Before the option existed for LSA, full VH certification standards were required and the quality control processes were put in place accordingly. It is a procedure that Jabiru still follow today, regardless of the category the aircraft is designed for. RAA or VH, the Jabiru production line maintains full VH certification processes and audit on all of their aircraft.

This quality control exudes into the Bundaberg operation where highly skilled staff busily readies a steady stream of aircraft in the quoted 430 hours of building time. Additionally there is a research and development area where they are constantly assessing how to improve their aircraft.

While the J230/430 range is the most popular of the Jabiru line, the ever growing demographic is that of the ‘Grey Nomads’; retirees setting out to see Australia the long way round. Gauging by the number of interested parties seeking demonstration flights on the day of my visit, it would seem that the J430’s popularity is set to continue to grow.

Rodney Stiff’s vision was to make flying affordable and the Jabiru range has undoubtedly done that on a global basis. The J430 provides the next step on this journey with the ability to fly farther, faster and offer the pleasures of affordable flying to more passengers through their first 4-seat cabin aircraft. The Jabiru is certainly continuing to spread its wings.

(c) Owen Zupp