Flying the Jabiru 230D
I’d already flown one of Jabiru’s upsized and upgraded airframes when they first appeared in experimental category as the J400, an agile and economical little four-seater that was already selling briskly in Australia and even more so overseas.
The J400 didn’t meet the specifications that would fit it neatly into any certifiable Australian category, and in Australia is only sold as an experimental category kit-build aeroplane. Meanwhile it is fully certified in other countries including South Africa for commercial operations under their own national certification requirements.
The marque was the culmination of comprehensive re-engineering, including extension of the fuselage length and wingspan of the original Jabiru series and other aerodynamic enhancements like adding drag-reducing winglets. The primary structure was strengthened to meet a proposed higher maximum takeoff weight of 700 kg and in that model, Jabiru had mounted a 120 horsepower six-cylinder Jabiru engine of its own design, along with some notable aerodynamic refinements.
The J400 has since evolved into several new variants, four of them kit-builds.
But the big winner from all that development is the J230D, because although it’s limited to 600 kg, it enjoys the structural design and performance enhancements needed for a MTOW of 700 kg. This gives it plenty of spare capacity and performance. As an LSA, it is registerable with either RA-Aus or CASA with a 600 kg MTOW (maximum takeoff weight).
The overall result is generous cabin space including a full-sized rear door to access what is now a super-large baggage compartment, and impressive field performance. The six-cylinder Jabiru 3300cc 120hp engine delivers 120 KTAS cruise with a 22 lit/hr fuel burn, we were told (and later confirmed.) All of which have put the J230D in the box seat as a highly capable and versatile training and touring two-seater.
The longer tail boom results in more elevator and empennage authority while retaining a low stall speed – 40 KCAS with full flap at MTOW, and 45 kt clean.
Externally the J230 looks sleek, elegant and well-finished, with large windows promising an excellent all-around view.
All-composite construction negates most corrosion concerns, wing and power loading figures promise and deliver high performance and handling, particularly in turbulence. The aircraft is designed for minimum maintenance with upper and lower cowls easily removed, and an auxiliary electronic fuel pump offers ease of starting and added security in flight.
The pilot’s department is considerably changed. A single shared control stick like a Victa or an R22 offers enough grab-room for an instructor and a student. Flap control is electric with a simple visual position indicator window on the right hand door post, and the simple hinged flaps provide a 25°position for takeoff, and full flap of 40° in the normal landing setting. Both occupants can reach the flap switch. There are dual throttles. One is on the upper left of the instrument panel, and the other in the upper right of the panel The student in the left seat will normally operate the left throttle and fly with the right hand, while the instructor can operate the right throttle and fly with the left hand. A thinner centre console makes better use of the interior space, and the J160-C style control stick is more comfortable and allows instructors a better grip, while the instrument panels have been modified to improve knee room.
Ignition comes from an external flywheel magneto system with electronic triggering and fixed timing at 25% before top dead centre. The fuel system is simple, with a constant-depression carburettor and two fuel pumps – mechanical and electric – plus gravity feed. The fuel tanks are now in the wings.
Certification to ASTM 2245-06 standards allows for the option of night-VFR operations – making a J230-D the first factory built Jabiru able to fly at night (when optioned with the night package & VH registered). Panel layouts are available for any of the several avionics/instrument options, and even the most elaborate will leave a little space for further add-ons..
The 230-D retains the 230-C’s excellent interior space and huge baggage compartment, because it’s the same fuselage as the J430 but without the rear seats. It can be RAA or VH registered.
The six cylinder engine starts and runs extremely smoothly and noise, even during takeoff, is well below what I’d have expected, sitting so close to its source. The tarmac was visible less than three metres straight ahead of the aircraft, and the large moulded windscreen and side windows provide excellent all-around vision for manoeuvring in confined spaces. If you’re used to less sensitive nosewheel steering you’ll need to take care not to over-control the Jabiru, especially on takeoff and landing.
In company with a camera-bearing Jabiru we lined up on Narromine’s busy runway and squeezed-in a departure in company.
With takeoff flap the J230 takes enthusiastically to the air with a very positive climb, and you need to give some attention to getting the flaps up before you reach the 80 KIAS maximum flap speed.
With its glider-like extended wingspan you also need to focus on keeping the skid ball in the middle, meaning right rudder on climb and left on descent, while in cruise the trim forces balance out and you can fly for hours without fretting about keeping the aircraft balanced. These are a good set of characteristics for a training aircraft, while it will also make the PPL owner a more instinctive hands-and-feet pilot.
Vision on climb at 80 kt to enhance engine cooling, and all flight regimes, is good to excellent, which is another looked-for attribute in training aeroplanes, as is instructor comfort, including getting in and out, the ease of which is above average, especially because of the centre-mounted control yoke.
Manoeuvring for the picture shoot and trying to present the aeroplane from as many angles is possible is a good test of overall controllability, which the J230 passed with honours. Controls are well harmonised but you need to keep reminding yourself that on this aircraft the rudder pedals function as more than just a footrest. All three primary controls remain light and responsive, in fact so light that elevator trim is barely necessary.
Gentle and predictable stall characteristics make Jabiru a true light sport aircraft. A stall with landing flap is an innocuous event, and even a high-deceleration stall is easily manageable for a well trained pilot. If the student pilot is not well trained, the aircraft’s response is still manageable under instructor direction, or at a pinch by the instructor simply taking over. It’s not a high-alarm situation in either case.
Even in a 30’ bank, the aircraft just complains with a little buffet then rolls to wings level and starts losing height in a mild protest.
Having posed at every possible angle for photographer Arno Smit’s still and video gear, we waved them off and returned to Narromine to try a few circuits.
On the way back I made some general handling observations. Phugoid (pitch) stability is positive, as is roll and yaw; and like its smaller siblings the aircraft is amazingly stable in a turn, faithfully retaining a selected bank angle hands-off until you ask it to do something else. Roll from 60’ left to 60’ right takes only about four seconds.
The J230D is a compact but surprisingly comfortable and spacious two-seat aeroplane. With a 600 kg maximum takeoff weight, its 240 kg useful load translates to around four hours endurance with two POB @ 77 kg each.
Once you’re accustomed to the controls – it takes a while but it’ll stay with you when you are– you’ll also appreciate the 230D’s excellent crosswind handling performance. It’s certified for up to a 14 kt component, and a well-managed sideslip flare will normally get you a good result. The rudder pedal steerable nosewheel is however pretty sensitive and you’ll get an even better result by neutralising the pedals just before the nosewheel contacts the surface.
The moulded, rivetless composite-construction Jabiru is unusually slippery, and one of the easiest mistakes to make is standing in too close and finding yourself with problems slowing to maximum flap extension speed of 80 kt. In the flapless phase of the approach you won’t want to get below 1 .3 Vs, i.e. about 75 kt, so some attention is needed to reducing your speed on downwind and not turning in too early.
However it’s also a low-inertia aeroplane and as soon as you flare with full flap it’ll slow up pretty quickly, so you need to flare low.
Jabiru enjoys all the engine management features of conventional GA light aircraft, including carburettor heat and dual ignition, but also a pressure compensating carburettor meaning there’s no manual mixture control; it’s automatic.
Braking is by hand using a lever mounted just forward of the T-shaped dual control, meaning either occupant can reach it, although you’ll find yourself groping a little until you’re accustomed.
The cockpit is well upholstered, there’s a cabin heater for those cold mornings, air vents are ample for when it warms up, and the 135 litre (97 kg) wing & header tanks will keep you airborne well beyond average bladder endurance.
Overall, the J230D represents outstanding value for money, especially compared with some offshore products that are currently suffering the impact of a low $AU.
Among Jabiru’s attractions are outstanding interior space, zappy performance, easy handling, dual (training and touring) abilities, and reliable Australia-based product support.
For more information, visit Jabiru online at: http://www.jabiru.net.au
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