JABIRU J160C

The J160C is a workhorse trainer for school use, to replace the LSA55 model which had been pressed into service by schools, even though it was not meant specifically for the task. Recognising this, Jabiru developed the 160 as a tough commercial grade aircraft specifically to do the job of pilot training.

The small stature and lovable charm of the 160 hides the reality that it must surely be about the toughest aircraft in the RAAus fleet in regards to the sheer strength and rigidity of the primary structure.

It is notable that insurance firms have a preference for Jabirus due to the favourable long term claims histories of these aircraft.

The airframe is made of fibreglass and epoxy resin, cured at ambient temperatures. Total Jabiru production is rapidly approaching 2,000 airframes over a twenty year history. Made at Bundaberg for export to the world. Gotta love that!

The J160 (together with the J170 long span variant) has a wider and higher cockpit, and more legroom than any previous Jabiru. The 'high top' windscreen is an example of the many ways in which it has been optimised for training work. Believe it or not……..wait for it……this one has doors that are a pleasure to operate! (old Jabiru bugbear)

This aircraft has the 'legs' to work all day without refuelling or to go, say, from Wagga to Bundaberg without pulling up for juice.

 The twin grip control column is a neat improvement, achieved without adding complexity to the existing control system design. Jabiru control surfaces are operated via Teleflex Morse push-pull cables, which curve gracefully through the airframe. There are no pulleys to cause cable wear, and to possibly be jammed by foreign objects.

Our J160 is equipped with a late spec. ‘big knob’ Microair VHF, featuring extended frequency range, to enable ATIS and AWIS (aerodrome weather) broadcasts to be received. A Microair T2000SFL mode C transponder is fitted, primarily so that our aircraft can automatically trigger TCAS collision avoidance systems fitted to REX and QANTAS aircraft that frequent Wagga.

 The panel features a Dynon Electronic Flight Information Screen plus a good selection of analogue instruments.

 A Garmin GPSMAP296 is fitted, to assist navigation or just to play with.

SOME NUMBERS for flying J160C airframe No.151, Rego 24-4978

Max. Manoeuvre (Va) harsh turns and serious turbulence……………...102 kts
Never Exceed (Vne) ……………………………………………………..140 kts
Max Structural (Vno) exceed only in smooth air………………………..112 kts
Max Flap Extension (Vfe)………………………………………………...84 kts
Take-off Safety Speed (achieve this by 50 feet AGL)……………………66 kts
Climb out (flaps in take-off position)……………….…………………….70 kts
Climb (flaps up)……………………………………………………...70 – 80 kts
Best glide distance (still air, flaps up )……………………………………..65 - 70 kts
Final landing approach (Vref) flaps full down…………………………… 63 kts (confirm at 50 feet AGL)
Demonstrated crosswind component (take-off/landing ) ………………….14 kts
Baggage stowed against rear of seats below seat back (per seat)…………18 kgs
Useable fuel………………………………………………………………...126 lit (physically confirmed on this aircraft)

The following fuel flow rates are OK for flight planning (wheel spats removed):

RPM                   FUEL FLOW             TRUE AIRSPEED
2600…………………….12 lit/hour…………………….80 kts
2800…………………….14 lit/hour…………………….94 kts
2900…………………….16 lit/hour…………………….98 kts
3000…………………….17 lit/hour……………………100 kts
3100…………………….21 lit/hour……………………104 kts
Full throttle fuel flow is around 26 lit/hour.

The carburettor is a BING altitude compensating type, just like the one on your old BMW motorbike. No manual mixture control is fitted, or required.