jabiru j250 vs j230

Time was limited, since the aircraft I flew had to be on display at the U.S. Factory-built J birds are structurally and systemically the same as the kit iterations, so the homebuilt example benefits from the extensive structural and in-flight testing conducted for the SLSA. A center console takes up 2.5 inches of that available hip space. The J230-D is the flagship LSA model in a long lineage of Jabiru aircraft. Similar to the earlier J120, -160 and –170, the J230/J430 has a longer fuselage, additional window and rear entry door on … The control friction you noticed on the walkaround isn’t much of a factor, though its discernible in flight if you’re really paying attention. With the larger wing and effective flaps, the J230 wants to float if the final-approach speed isn’t right on the money. Jabiru USA pilot Nick Otterback suggested entering the pattern at Avon Park at 2,200 rpm, which results in 80 KIAS. Rich Carney, president of SRT Aviation in Mount Vernon, Illinois, said the $136,000 Jabiru 230 he bought in 2009 has handled the rigors of flight training well. Jabiru 250-SP with a new Jabiru Gen 4 engine!. The Goldilocks Wing Effect: Not too big, not too little-just right. For more information visit jabiru.net.au. Resistance to movement is discernible on the ground, and you wonder what it will do to the flying qualities. Looking at the Jabiru fuselage from a distance, you’d swear it’s a four-place airplane, because that’s how it was originally designed. Consider the Jabiru J230 and you might begin to think anomaly. Jabiru Aircraft Pilot Operating Handbook Model J230-D PERFORMANCE 5.1 TAKE OFF AND LANDING DISTANCES Take-Off Distance 350 m Landing Distance 300 m Note: All distances quoted are for an aircraft at gross weight, operating from a paved runway surface at sea level in an ICAO standard atmosphere. This Operating Handbook includes the information required of … There’s even a separate door for the backseat passengers. The J230-D is the flagship LSA model in a long lineage of Jabiru aircraft. “We do a 50-hour inspection one month and a 100-hour inspection the next month, and change the oil and put it right back in service. In plain words, the factory is starting to catch onto the documentation shortcomings and is doing something about it. We don’t put the two back seats in, we reduce the gross weight rating from 1,600 to 1,320, we don’t make any structural or aerodynamic changes,” Krotje said. Not as though its a bad thing, like a blotch on your X-ray or the appearance of talking bears at your dinner table. Let’s say you try to find a way around the yaw at 3,000 rpm, and install the optional Trutrak DigiFlight IIG two-axis autopilot for $6,525. SOLD 2007 Jabiru J250-SP N627J S/N:471 Engine 3300A Gen 4. Because the Aussies tend to fly from few long, paved strips, the original brakes weren’t required to do much besides keep the airplane from creeping during runup. Flight operations are not permitted above 104 degrees F. (Cormatt may be found in your bathtub as well.) The Grand Rapids EFIS calculated 118 knots TAS at 6000 feet density altitude and 2850 rpm; though we didn’t have a fuel-flow gauge, the book calls for around 6 gph at that power setting. The remaining flaps were added, which brought the aircraft to 60 KIAS, and we turned final to Runway 28. Down to its stout little fiberglass core, the Jabiru is a straightforward design. Alton K. Marsh is a former senior editor of AOPA Pilot and is now a freelance journalist specializing in aviation topics. There have been three cases, out of 250 Jabirus flying either as kitplanes or LSAs in the United States, where the landing gear delaminated after a hard landing and let the aircraft droop on one side. The major difference is that the nose is more level to the horizon with the stick full back, and the airplane is slower to accelerate on recovery. For example, the earliest Jabirus had throttle controls on the cabin floor between the legs. Great cross country aircraft. Jabiru J230-D. Slow flight is the real eye opener. Four avionics package options are offered that range in cost from $8,500 to $20,400. He’s completed two kit aircraft, an Aero Designs Pulsar XP and a Glasair Sportsman 2+2, and currently flies a 2002 GlaStar. No airframe parachute is offered. The yaw continues. The J230 comes standard with Jabirus own brake system, but an upgrade to American-made Matcos is strongly indicated. Most customers spend between $118,000 to $125,000 for the most commonly requested options. A five-second burst resulted in half flaps. It was a J250 that has a larger wing and weighs more than the J230, but since he lives at 5,900 feet, he appreciates the wing. It whirs to life in a blade or two and settles into a smooth, quiet idle. The aircraft can be flown with a … And once you get it through your head to take out rudder displacement as the nosewheel descends to the runway, smooth, consistent landings are yours. Instead of conventional pull cables or torque tubes and pushrods, the Jabiru uses Teleflex push-pull cables for pitch, roll and yaw. The J430 and J450 models, licensed as Experimental/Amateur-Builts, have had modest success. There is nothing else quite like it,” she said. Variant models include the J160, J200, J230, J250, J400, J430, J450, SP, and UL. But you are foiled again. Move them a bit from their resting place and they tend to stay there. Gary Anderson of Carnelian Bay, California, bought the first Jabiru on the market in 2005 for $75,000. Gordon Alling. The Jabiru 200, 230, 400, 430 Canopy Cover is custom designed and fit for each model as well as your aircraft's specific antenna and possible temperature probe placements. As the factory wished, you finally decide to cruise at the power setting shown on a placard in the airplane, 2,850 rpm, and accept the idea of traveling at the ASTM limit of 120 knots calibrated airspeed in cruise configuration. Please login below for an enhanced experience. Start Your Free Trial to Continue Reading . 2009 Jabiru J230 SP. To meet LSA regulations, both the J230 and J250 have a nominal max-gross weight of 1320 pounds, but if constructed as an amateur-built, either can go up to the J400-series maximum of 1540 pounds. All others come with the Jabiru 3300 six-cylinder engine of 120 horsepower as the default option. My last [condition inspection] cost me about $40,” Anderson said. Three or four sport pilots have completed their certificates in the aircraft, with an additional three ready for their private. The Jabiru 3300 engine runs $17,500, which seems quite the good deal with the Rotax 912 on the other side of $20,000 these days. It was a J250 that has a larger wing and weighs more than the J230, but since he lives at 5,900 feet, he appreciates the wing. Neither airplane, the J200 or the J230, is RV-8 quick in roll; more like a lightweight Cessna 172, and thats not meant as an insult. ©2021 Aircraft Owners and Pilots Association. As an Experimental-category airplane, whether in Australia or the United States, the airplane has a gross weight of 1,600 pounds and can have four seats. It’s a hard-working airplane from the outback. “A lot of these [LSA] airplanes, especially the ones coming from Europe, were designed as an ultralight or microlight at a 990-pound gross weight, because that’s the limit they had to stay under to stay in that class,” Krotje said. “You read the accident statistics and landing-gear collapses on any number of these earlier European LSAs, and it’s pretty appalling. The J230 features a big baggage compartment in the back while the J430 has 2 rear seats. The Jabiru accelerates smartly and is soon up to 70 KIAS, at which time you can retract the flaps. Starting the 3300 is a matter of turning the key with the throttle shut, or pulling on a bit of choke if the engine is cold. THE NEW JABIRU J230-D. Be ready to give it more right rudder just at rotation, and center the rudder if the nosewheel should head back down. Responding to customer feedback on the J230-C we have improved the J230-D in several key areas: A thinner centre … Dementia --- I Think I ll be Home for Christmas *4. When the LSA rules were set up, Jabirus main candidate was the J200, essentially the same airplane you see on these pages, albeit with a shorter tail boom and a different wing. *1. Jabiru’s Rod Stiff has a clear mind and modest temperament, but his own way of doing things. The company therefore deserves the credit for improvements in fit and finish of the United States model over the years. Getting into any of the more than 100 LSA models on the market is like folding clowns into a tiny circus car. Jabiru J230: Heart Of Gold. Because the rudder pedals act directly on the nosewheel for steering-a bit like a Piper Cherokee-there’s a single brake lever, positioned just ahead of the control stick. This site uses Akismet to reduce spam. Jabiru Aircraft Pilot Operating Handbook Model J230-D JP-FM-09 Revision: 0 12 April 2007 Page 4 INTRODUCTION This Operating Handbook has been prepared to comply with the requirements of ASTM F2245. At 2760 rpm (max is 3300), the J230 climbed out on a warmer-than-standard day (from near sea level) at 80 knots and 650 fpm. Reduced Price .... $94,000. Recommended speeds are 75 to 80 KIAS on the downwind, slowing to 65 to 70 KIAS on final, flaps and weight being the determining factors. The current kit offerings are the J230, J250, J430 and J450, plus the J160, the smaller-body Calypso powered by the Jabiru 2200A four-cylinder engine. The following manuals are required for correct operation & maintenance of the Jabiru J230-D. Obviously, I am partial to the Jabiru J230, but maybe not all of the reasons are obvious. We’ll give credit to Shelbyville for the very good fit and finish of the SLSA, a testament to a fair bit of bodywork and attention to detail in the construction. The steerable nosewheel has an integrated shock/spring mechanism, and with the two-blade ground-adjustable prop fitted, there’s plenty of ground clearance. As an Experimental category 1,600-pound homebuilt aircraft (there are 30 of those flying in the United States), the useful load approaches 800 pounds, meaning three average adults can ride in it. “It’s not hard to fly.” While you would expect the demonstration pilot to say that, I had to agree. Shift your focus back to the LSA segment, both as ready-to-fly and Experimental/Amateur-Built examples, and the aircraft capable of carrying as much cargo at reasonable speeds dwindle to but a handful. Climb-out with flaps up is at 85 KIAS. Visibility over the nose is good, though the taller panel fitted to N658J impedes vision somewhat; the standard kit-version panel is slightly smaller and lower than the SLSAs. “For having sold 2,000 Jabiru engines, my phone could ring every day with engine problems, and it doesn’t,” Krotje said. The Jabiru J230 is an Australian light-sport aircraft, designed and produced by Jabiru Aircraft. (The larger wing is discontinued because Jabiru owner Rod Stiff felt the aircraft got pushed around by turbulence too much, Bosman said. With the pattern at Avon Park, Florida, clear of traffic, I taxied the Jabiru J230-SP light sport aircraft (LSA) onto the runway behind an older Cessna 172 carrying AOPA Senior Photographer Mike Fizer. It was hardly worth having a parts department.” That situation is changing now, only because many of the engines he sold are coming due for a 1,000-hour top overhaul. Such a setup made sense for the dual throttle controls to manage the single Bing constant-velocity carburetor on the 3300, but it was like asking pilots to copy an ATC clearance and chew gum at the same time. The Jabiru’s no-nonsense approach continues into the landing phase. The current kit offerings are the J230, J250, J430 and J450, plus the J160, the smaller-body Calypso powered by the Jabiru 2200A four-cylinder engine. Brightline Bags introduces the FLEX flight-bag system, Full Lotus Floats has a new owner, and Victor Technologies debuts a multiprocess welding system. An airplane with so much cargo capacity can be excused for not possessing blazing speed, but the Jabiru acquits itself well. By James Lawrence Updated February 6, 2016 Save Article. “The bicycle frames split and I can put them in the back of the airplane. The J230-SP is Australian designed and Tennessee built. Kitplanes.com and the Kitplanes logo are protected properties under international copyright law. If parts of the kit are rough around the edges, it’s likely to be a reflection of Outback flying thats a part of the Jabirus gestation. Not a lot, but think about how long you can fly at 6 gph on that amount of fuel. You must make a decision as to whether entering with your caboose first, or your engine (head), is best for you. Jabiru J230 Jabiru J230 Jabiru J230 Jabiru J230 Jabiru J230 Jabiru is among the few kit manufacturers to offer ready-to-fly examples, which, for the U.S. market, are imported as big pieces from Australia and assembled in Shelbyville, Tennessee. The current revisions are available free of charge from the Jabiru Aircraft website www.jabiru.net.au : - Pilot’s Operating Handbook - Aircraft Technical Manual (incorporating Propeller Maintenance Manual) - Engine Maintenance Manual Three turnkey models are offered: a big-wing version of the J160 called the J170, as well as the J230 and J250. It carries 35.4 usable gallons of fuel. Despite letting the Cessna start its takeoff roll and reach rotation speed prior to releasing the hand brake, the 120-horsepower Jabiru quickly caught the 160-horsepower Cessna on the climbout and could barely stay behind it. Re: Jabiru J230 vs Tecnam Eaglet Post by Type47 » Thu May 09, 2019 1:11 am About 4 hours of my flight lessons were in a Jabiru and 40 or so were in a Tecnam. Pristine Condition. On the other side of the ledger: They represent a single-point failure (but then so does a single elevator pushrod, for example) and have inherent friction. Avionics. Dan Johnson and the Ultralight Flyer take a look at 5 light sport aircraft at the 2010 Midwest LSA Expo held in Mount Vernon Illinois. Schizophrenia --- Do You Hear What I Hear? Naturally, the J250s initial climb and service ceiling were superior to the J200s, but it was slower on the same horsepower and not as nice handling, according to pilots who have flown both the J200 and J250. It features an aerodynamic enhancement to the design of the vertical tail surfaces for nearly-effortless coordinated handling, the most advanced avionics available for light aircraft, and the latest improvements to the powerful Jabiru 3300 engine. The Jabiru LSA, with its Jabiru-manufactured engine, reflects that culture: rugged, but few frills. Powering up a minute or two later to rejoin the 172, I heard the unique sound of the six-cylinder Jabiru engine—a throaty low pitch like a high-performance motorcycle. The pilot in command uses the left horn, while the right horn is available to an instructor or copilot. *2. His projection was correct. Here’s where the J230 is unusual, though thats not to say bad. Sport Aviation Expo in Sebring, Florida, less than an hour after my flight. Jabiru J230 Aircraft for sale - Globalair.com, The Market Place for Serious Buyers and Sellers of Aircraft around the Globe. All rights reserved worldwide. Beauty and solid, easy-flying handling in one package. Note: Rear Stbd-side view of Jabiru J230 19-7012 Cn 580 ‘rolling out’ (on a runway which slopes uphill at both ends!) I think it is the only light sport that you can do that with because of its cavernous baggage area.”. What draws a person to an airplane? Well…we’ll get back to you. ), “My wife and I are long-distance bicyclists,” Anderson said. At the best-rate-of-climb speed of 85 KIAS, climb rate improved to between 700 and 800 fpm-this with approximately 18 gallons of fuel on board and 350 pounds of pilots up front. Jabiru Aircraft SECTION 1 Model J230-C General JP-FM-07 Revision: 0 MAY 2006 Page 1-3 1.2 CERTIFICATION BASIS This Handbook contains the information required to be furnished to the pilot under the regulations JAR-VLA. A Jabiru J250-SP won the 2019 Airventure Cup Race! In one case, a pilot used his extremely rough private runway one time too often, while in two other cases, pilots ran off runways into ditches. The J200 is slightly crisper, though its a stretch to call the J230 anything but pleasant as long as you don’t mind giving the stick a fair amount of initial displacement to get the roll rate going. At this speed, the controls firm up a bit, but remain well-balanced, and if that tach reading suggests a high-strung little screamer, you haven’t flown behind a 3300. To that, lets throw in reasonable costs-the fastbuild kit (the only way it comes) is $44,900 less engine, interior, instruments and paint. If you have been following Bob Fritz’s builder series on his J230, you know that the raw materials range from elegantly neat to Oh boy…look at that! So unlike flying, say, a Cessna 172, where the pedal movements are large and the responses slow, the Jabiru is quick to change direction. The direct nosewheel steering requires a moderate amount of force to make 90 turns, but the pedals have a fairly short throw. Light Sport Aircraft rules restrict Sport Pilots to aircraft of two or fewer seats, so a simple solution emerged to make the J230 LSA legal: Remove the back seats. Its amazingly smooth at this speed, and seems, if anything, under-stressed. With the 35.5-gallon fuel tanks brimming, you’d have 362 pounds for the cabin. Base price: $104,900. Photos disguise the J230s scale-a pilot of average height will have to duck under the wing getting from the pilots door to the baggage portal. It’s also the price leader for Jabiru USA at $96,900, which will be your base price if you want the extra room or extra power of the J250. Although strictly a trigear, the J230 was built with the intention of operating from unimproved strips. This is the 31.4-foot-span, 39-inch-chord 4414 wing that would create the J230. Later kits and this SLSA have conventional push-pull throttles in the instrument panel, outboard near the doors. It features an aerodynamic enhancement to the design of the vertical tail surfaces for nearly-effortless coordinated handling, the most advanced avionics available for light aircraft, and the latest improvements to the powerful Jabiru 3300 engine. Flaps are operated by an electric toggle switch with an infinite variety of settings between zero degrees and 30 degrees, depending on how long you hold the switch down. Most "missions" are cross country. It even includes seat pans and backs, and an instrument panel pod. Browse a wide selection of new and used JABIRU Aircraft for sale near you at Controller.com. Once halfway in, typical LSA models require you to launch the right leg over the control stick before bringing the left leg in. Jabirus first effort would become the J250, which has a 4416 airfoil of 120 square feet on a 30-foot span with a substantially wider 48-inch chord. All others come with the Jabiru 3300 six-cylinder engine of 120 horsepower as the default option. Abeam the touchdown point Otterback called for carburetor heat, idle power, and half flaps. Add flaps for slow-flight and stall demonstrations. It’s been fully spin-tested to pass Australian certification standards, so it doesn’t need one [a parachute] for spin recovery. Bring the rest of the systems on line, allow the Grand Rapids EFIS to boot up, and within a minute or two you’re ready to taxi. Bowing to pressure from the customer base, Jabiru then fitted yet another wing to the J series, one that was designed for a European ultralight aircraft. Save my name, email, and website in this browser for the next time I comment. During our entire flight, the Jabiru 3300s temperatures remained comfortably in the green. As an LSA the useful load hovers around 500 pounds depending on options. There’s no mechanical means used to limit the power to that setting, but the choice of propeller, its pitch, and the rigging of the aircraft are all designed to allow the aircraft to fly hands off at 120 knots—and no faster. Jabiru uses the same fuselage for its two-place J250 as it does for its fourplace J400, which definitely gives the J250 the largest baggage area of any LSA on the market. At 42 KIAS and idle power, the airplane wants to sink at 500 fpm but shows no inclination to actually break. An LSA, whether in the United States or Australia, must meet a gross weight limit of 1,320 pounds and have only two seats. Now, it’s ready for its close-up; but it’s not just another pretty face. “I can do everything on that airplane that an airframe and powerplant mechanic can do, and I can also do the yearly condition inspection. Fritz also reported that incremental changes in the design weren’t always reflected in the documentation, but as his project progressed, this disparity began to narrow. Manic --- Deck … He rents it for $95 an hour. Please insert your copy of the INSTRUCTION AND MAINTENANCE MANUAL that comes with your engine into this section if you are printing this out. The autopilot is rigged to the ailerons, but not the rudder. Effort was clearly made to keep the systems basic and operation as uncomplicated as possible. To the basic kit, you add the engine and prop, though most of the firewall-forward components are included in the kit-stuff like main electrical wires, hoses and clamps. Aircraft Service Manual Jabiru J230-C 18 APPENDIX I - JABIRU 3300 ENGINE Appendix 1 of this Manual is the Instruction and Maintenance Manual for the Jabiru 3300 engine. Against an empty weight of around 750 pounds, even the LSA model has decent payload. The other quirk comes with braking, committed with a lever ahead of the center stick. More realistic fuel loads, say 24 gallons for 4 hours total endurance, and you’re on the right side of a 400-pound payload. Fiberglass maingear legs are forgiving of uneven terrain, and you wont find shopping-cart wheels under the composite wheelpants—though, to be fair, they’re not 31-inch bushwheels, either. The Jabiru was a hawk that had just seen lunch—the 172. 2010 Jabiru J230 SP [SOLD] N709J is equipped with the following options and features: Under 125 Hours; Annual completed July 2013; Standard Classic 2 stripe paint (Black on White) Wheel Pants (Standard) Jabiru 120 hp 3300 6 cylinder direct drive aircraft engine (standard) 35 Gallon Fuel Capacity (Standard) External Power Port and Cables (Standard) In that configuration, the aircraft becomes a J430. In between the seats is a tall stick that rotates left and right on a vaguely J-shaped apparatus that also supports the pivot for the pitch function. With a 35 gallons it has an 800 nm range. But you want to know how it lands, right? Not a member? The aircraft I flew lacked two options, a Tanis engine heater ($725) and a Sensenich carbon fiber propeller ($1,150). the J250 is easy and, once inside, the cockpit is surprisingly roomy, especially given its enormous luggage area. Start my Free Trial. 860 TTSN, Hangared in the Midwest, ADS-B Compliant. Certified aircraft converted to Experimental, ELSA vs. E/A-B, op limits for major changes. Constructed as an Experimental/Amateur-Built, the J230 could be the ideal design for pilots who want a tidy, efficient package capable of hauling a load. Recommended procedure is to hit full throttle and steer with the nosewheel until you lighten the nose at 45 knots indicated (KIAS). The engine redline occurs at 3,300 rpm, so let’s say you decide to power up to 3,000 rpm. The Jabiru J230 kit is impressively complete. I chose the engine method, and found that my candy-enhanced caboose was a tight fit once in the seat. But it didn’t break and the pilot could still taxi. The Jabiru J-230/430 cruise at 138 mph on 6 gph. Jabiru cofounder Rod Stiff decided that it would be possible to expand and guppy out the back fuselage without incurring a significant weight penalty, and if your goal was to fly two parents and two kids, you could refer to the J400-series aircraft as four-placers. Most buyers choose Panel 2, a $12,195 option that adds, in addition to the standard package, a dual Grand Rapids Technologies Sport electronic flight instruments display, a Grand Rapids Technologies GPS, a Grand Rapids Technologies 6000 engine instrument display, a Garmin GTX 327 transponder, and a larger analog airspeed indicator. The six-cylinder Jabiru 3,300-cubic-centimeter engine is an air-cooled, direct-drive, horizontally opposed engine—a configuration familiar to most U.S. pilots. More evident is the difference in roll response between the short-wing J200 and this long-wing J230. The Jabiru is all fiberglass construction—no carbon fiber at all—using a material called Cormatt for strength that is sandwiched between two layers of fiberglass. “When they first came to the USA, they just stuck a gross weight of 1,320 on them and really didn’t do anything. Paint, upholstery and avionics are extra. As technology improves and gets cheaper, the answer is probably yes. So far, there have been no landing-gear failures except when the aircraft ran off the runway or was used on an extremely rough surface. The middle digits denote the wing. For some it’s raw performance— The J230-SP I flew was priced at $152,072, because it included nearly every available option, including XM Weather, a Garmin Mode S transponder, and the Garmin GDU 370 and 375 displays side by side (basically the Cessna Skycatcher panel). They were on the demonstrator aircraft we flew and worked great. The rod attached to the stick below the foam grip is your first clue about Teleflex cables. The stable Jabiru reacted to crosswinds like a heavier aircraft, and needed only minor control inputs to stay on the centerline. Pete Krotje (pronounced crotti), chief manager and majority owner of Jabiru USA offering Jabiru kits, engines, and finished light sport Jabirus, said ruggedness is what sets his aircraft apart from the rest—the design and strength of the airframe. The single pitch-control cable arrives up under the center console and attaches to the stick a few inches above the pivot; aileron control cables (one for each wing) attach behind the seats and travel upward in an arc to the wingroots. Once you’re accustomed to crossing your left arm over your body to reach the lower left edge of the center console where the trim lever resides, changing speeds proves easy. Jabiru USA Sport Aircraft buys aircraft kits from Australia—an airplane in a box—and assembles them in six weeks in Tennessee. ILLINOIS. The base price for the J230 is $111,900 and includes basic round-dial instruments, an ELT, a Garmin SL40 radio, a pictorial turn-and-bank indicator, a cloth interior, and a PS Engineering PM1000 intercom. The chances of needing a chute are so very slim, we feel it’s not worth the added weight and expense.”. He took a three-week light sport repair course at Rainbow Aviation in Corning, California, allowing him to do all his own work on the aircraft. A two-way speed run upwind and down validated the calculation. Top models include J230D, J230SP, J170, and J230 Two things happen: The aircraft accelerates to 127 knots, Bosman said, and it yaws to the left—an intentional incentive to discourage use of that power setting. To meet the ASTM industry standards for a 120-knot calibrated airspeed at maximum continuous power, the Jabiru sold in the United States is limited to 2,850 rpm. Aircraft Owners & Pilots Association Find it free on the store. We are really happy with the way it is holding up.” He also loves the Jabiru engine for its smooth and quiet performance. And after that? “It’s a forgiving airplane,” said Otterback, who also works as an aircraft designer. The J230 is a 2 seat version of the heavier 4 seat J430 version with the rear seats removed. Huh? Plenty of wing to do the job, but at the LSA-mandated maximum gross weight of 1320 pounds, it provided a kite-like wing loading of 11 pounds per square foot. Instead, the Jabiru gains that appellation because its unusual among the popular LSA-legal kit aircraft for being, essentially, a four-seat airplane with only a pair of chairs. Jabiru, on the other hand, began this as a four-place airplane at a 1,600-pound gross weight. “The Jabiru 3300 [engine] has a deep, throaty growl that sounds almost Cirrus-like when it flies overhead. In every flight regime sampled, the J230 performed admirably, and leaves the impression of a good-natured, docile and easy-to-understand aircraft.

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