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LSA Attain New Plateau in Aviation World

By Dan Johnson || August 5, 2009 Leave a Comment

LSA Mall: Meeting Place -- Top leaders gathered in the LSA Mall, located a short distance from the new Oshkosh "World's Busiest Control Tower." [Bottom right] A present-day Big Three of LSA discussed industry development while waiting for the FAA Administrator's visit (R to L) Flight Design's Matthias Betsch, Tecnam's Paolo Pascale, LAMA's Larry Burke, and Remos' Corvin Huber. [Bottom left] Flight Design USA president Tom Peghiny speaks with AOPA journalist Alton Marsh. [Upper inset] EAA Radio host John Montgomery interviewed American Legend's Kurt Sehnert (standing) and Jabiru's Pete Krotje. In the background an Airbus A-380 performs maneuvers.

Viewed from the LSA Mall, AirVenture 2009 was much more than the summer's big celebration of flight. Several important events tell a story of growing acceptance of LSA. Here's a short list: LAMA hosted a meeting of G10 (the 10 largest LSA producers) and another of G5, while paying visits to every LAMA member in attendance. *** At the G10 meeting and again at LAMA's press conference, Avemco president Jim Lauerman detailed his company's support (in writing) for LAMA's audit activities. His expressions were corroborated by Falcon Insurance VP Bob Mackey. *** Earl Lawrence, VP of government relations for EAA, brought brand new FAA administrator Randy Babbitt to the LSA Mall, where he met with presidents of LSA companies: Flight Design, Tecnam, Remos, and IndUS. *** At AOPA's invitation, LAMA arranged a meeting for several LSA industry leaders with new AOPA president Craig Fuller. *** EAA Radio broadcast from the LSA Mall interviewing top producers from American Legend, Jabiru, among other industry leaders. *** Of course, for tens of thousands of visitors, the LSA Mall was mainly the place to find shiny new Special Light-Sport Aircraft including all the top selling models. And with the LSA Mall as an "anchor tenant" of the new AirVenture display area, other suppliers also took space in what is shaping up as the (unofficial-for-now) LSA Area. Thanks to confirmation from EAA leadership, who now view the LSA Mall as a "destination," visitors to EAA's 2010 event should again find the latest and greatest Light-Sport Aircraft in convenient proximity.

Viewed from the LSA Mall, AirVenture 2009 was much more than the summer’s big celebration of flight. Several important events tell a story of growing acceptance of LSA. Here’s a short list: LAMA hosted a meeting of G10 (the 10 largest LSA producers) and another of G5, while paying visits to every LAMA member in attendance. *** At the G10 meeting and again at LAMA’s press conference, Avemco president Jim Lauerman detailed his company’s support (in writing) for LAMA’s audit activities. His expressions were corroborated by Falcon Insurance VP Bob Mackey. *** Earl Lawrence, VP of government relations for EAA, brought brand new FAA administrator Randy Babbitt to the LSA Mall, where he met with presidents of LSA companies: Flight Design, Tecnam, Remos, and IndUS. *** At AOPA’s invitation, LAMA arranged a meeting for several LSA industry leaders with new AOPA president Craig Fuller.

Jabiru J-170; Trainer or Recreational Flying

By Dan Johnson || January 5, 2009 5 Comments

DESIGN TEAM - Pete Krotje (left) and Nick Otterback are two of the main team members creating Jabiru USA aircraft. The Jabiru designs originated in Australia, but the team achieved a highly desirable aircraft of their own with the Lightning, sold in kit form by another company, Arion Aircraft.

MODERN DESIGN - Though the Jabiru has been around for many years, the J170 has a modern look, thanks partly to its sporty (and effective, they say) winglets.

SMOOTH GLASS - Using all-composite construction, the J170 and its sibling J250 are smoothly contoured models that perform well.

SQUARE TAIL - Some have called Jabiru's tail design "boxy," but I found no fault in the handling or tail effectiveness. The J170 should make an excellent trainer.

TENNESSEE-BUILT - Jabiru USA moved from Wisconsin to Shelbyville, Tennessee, where they have an active plant quartered in two large hangars.

LASTING INTERIOR - The J170 comes nicely equipped for its base price of $85,000 and uses an interior finish that is simple, but comfortable. It also cleans well, says the factory.

BUSY BUILDERS - Jabiru USA uses space in two large hangars to produce J250's and J170's according to ASTM standards. The company also gained approval for the Calypso model.

CENTRAL CONTROLS - Clustering most controls at the center between the occupants make them accessible. The long, thin trim lever is available on both sides of the control console.

BAGGAGE AREA - If you have the payload available, the J170 offers a generous space for gear that you can reach in flight.

PLENTY OF ROOM - With adequate panel space, Jabiru USA can offer additional radios or instruments if customers so desire. Note the dual outside throttles (large round silver knob)

REMOVABLE SEATS - You can simply remove the special foam seats for easier cleaning of J170's hard surface or carpeted interior. Shoulder belts are standard.

The Jabiru airplanes from Shelbyville, Tennessee-based Jabiru USA are funny airplanes. I don't mean funny like a joke and I don't mean the name sounds funny, though it may to those unfamiliar with the Australian brand. The Jabiru models are funny because from a distance they look rather small and they don't seem to get bigger the closer you get to them. Despite the illusion, the three Jabiru models that have earned their Special Light-Sport Aircraft (SLSA) credentials are actually quite roomy inside, even for larger American pilots. The J250 is better described as cavernous; it has perhaps the largest interior dimension of any SLSA. The J170 is smaller, but certainly spacious enough for most occupants. A 45-inch-wide cabin is 5.5 inches wider than a Cessna 172 and it has headroom enough for all but the tallest pilots. Based on the 2-seat Aussie kit, the J170 is aimed at flight schools. While it should please them with low purchase cost, low operating costs and plenty of onboard fuel, these same qualities endear the smaller Jabiru SLSA to recreational pilots of all stripes. Indeed, most pilots end up choosing the larger and somewhat more expensive J250. By a 4:1 ratio FAA registrations favor the J250 over the J170. But that may simply be the response from pilots itching for an aircraft like the roomy and speedy J250 and not enough promotion of the J170 to the flight school market. The also-small Calypso model won SLSA certification, but Jabiru USA is presently focused on the J250 and the J170. Of interest to Light Sport and Ultralight Flying readers is the background of Pete Krotje and his team at Jabiru USA. Before getting involved with the fiberglass design from Australia and subsequently entering the great light sport aircraft race, Krotje was a Titan Aircraft dealer. He's followed the new paradigm in light aircraft but at heart, Krotje remains an ultralight enthusiast. Creating J170 for the U.S. According to the J170 Australian designers, "It was developed with the flying schools in hotter climates in mind." They took their existing - and slightly smaller J160 - and installed the longer wings of the J230 and added a bigger elevator. "The longer wings allow it to climb faster in hot conditions and provide more float on landing, which is helpful when learning to land," states Jabiru Australia. Just as we went to press with this article, Krotje informed me of further changes. The J170's weight has been increased to 1,320 pounds, from 1,200 as I flew it. Krotje wrote, "Jabiru Australia has just increased the gross weight to 1,320 pounds as a result of some intensive testing for the JAR VLA version of the J170 and the Australian LSA version (J170C). They used some very sophisticated testing equipment accurate to 0.7 knots and were able to prove to everyone's satisfaction that the clean stall at gross of the 1,320-pound version was indeed 45 knots." He added that the other change was to increase the aileron size to the same aileron as used on the J230. The J170 I flew had the J230 wing, but the J160 ailerons. Using the complete J230 wing gives better aileron response, Krotje reports, but also reduces the parts inventory needed, as the J230 wing and J170 wing are now identical. "Both were designed for a 1,540-pound gross weight aircraft," Krotje says. I give talks to audiences seeking more information on Light-Sport Aircraft, and I have often said that I believe Jabiru is the only aviation producer in the world that makes both the airframe and engine. No one has ever corrected me so I'm keeping to that story. The fact for Light Sport and Ultralight Flying readers is that Jabiru USA's smaller J170 may meet the need of ultralight pilots seeking to move up the aircraft "food chain" just as the model also can exceed expectations of pilots stepping down from C-172s or Pipers. For both, it's something of a new brand though ultralighters know Jabiru has been around America long enough to have developed a following. This Australian airplane is built differently than LSA's coming from Europe. Most European imports are fully assembled and broken down for container shipments. In Shelbyville, Tennessee - where the company moved a couple of years ago from near Oshkosh, Wisconsin - Jabiru USA is the manufacturer of record. They buy major components from Jabiru Australia, assemble them, and do all the fiberglass work and bonding. The parts Jabiru USA receives are proper and ready for such an American assembly line. "In Australia, all component parts are made the same whether they're going on a certified airplane in some country or a kit in another," says Krotje. Therefore, like U.S. producers of all kinds of goods, Jabiru USA buys parts - some of them from overseas - and integrates them here in the USA to make a finished product. Effectively then, the J170 is a U.S.-manufactured aircraft. "It's not the same as RANS," Krotje says, explaining that RANS makes all their own components. Even though companies like Boeing or General Motors use parts made in other countries, everyone considers them American manufacturers. The key phrase, coined more than decade ago, is "domestic content," relating how much of the final product is fabricated here in America. In Jabiru USA's case, this is obviously more than 51% since the Jabiru models can also qualify as Experimental amateur-built aircraft. Jabiru USA must do all the continuous safety monitoring required by ASTM standards when normally the original component manufacturer would do that. And the U.S. operation must audit Jabiru Australia as a supplier of their U.S.-based production. They do so by looking at the CASA (Australian government's equivalent to the Federal Aviation Administration) audit of the business. Jabiru Australia does not prefer to fully build, as they don't see how they can do the continuous safety monitoring specified by the ASTM standards. And, like most non-U.S. producers they are fearful of America's legendary litigiousness. Plus shipping fully built planes from distant Australia would present other challenges for U.S. sales, among them increased cost. The J170 I had the pleasure to fly at their Tennessee factory was therefore a U.S.-built airplane based on an Australian design and airframe components. Many items are added from non-Australian sources. Getting Inside the J170 Getting into the J170 proved to be easy as the doors open widely and the struts present no obstacle. You turn around, sit down, and draw your legs inside. Reaching the wide opening door can offer a challenge at times, but entry is among the easiest in the LSA world. Some have also criticized the door fit, but Krotje assures me work is proceeding to improve fit and finish. After entry I noticed this J170 was basically but more than adequately fitted with avionics. Jabiru USA's N582J (no, it doesn't have a Rotax 582 installed) had a Grand Rapids Technologies EFIS system plus that company's electronic engine monitoring system. The little Jabiru therefore had an all-glass cockpit with only an analog airspeed indicator as a token round gauge A throttle control is available on either outside edge of the cockpit with a single joystick in the middle. Instructors will certainly appreciate the dual throttle and it's convenient to use. I used the fiberglass doorsill as an arm support while fine-tuning my throttle settings. Perhaps half of the interior is a hard-surface cabin interior. Since you can use easily removed seat covers, cleaning up regularly would be simple. The baggage area is mostly carpeted, which you'll have to vacuum periodically, but it helps quiet the interior. I've flown the Jabiru engines in several other aircraft brands and firing them up has always been a simple experience for me. I've discovered many general aviation pilots prefer this engine to Rotax, as it sounds closer to their experience and because the tachometer readings seem more ordinary compared to the much higher-revving Rotax 912 series. The J170's rudder steering on the ground is a direct linkage and that accounts for you having to do all the work. The lighter J170 seemed more comfortable during taxi than I recall with the J250 (though that was an early SLSA model). Rudder pedal movements required some muscle and the turn radius seemed wide enough that tight maneuvering on airport ramps will require a bit more planning. The Shelbyville airport had some airplane movements on the beautiful day we flew, one of them a corporate jet, but soon we had the long north-south strip to ourselves. As with several Jabiru USA or Arion Aircraft airplanes, I again flew with Nick Otterback, a young and very talented pilot. Otterback let me have the J170 after he broadcast our intentions on Unicom. I advanced the throttle on the 4-cylinder 85-hp Jabiru 2200. Rotation came quickly at about 45 mph and we were off and running. A few center stripes down the runway, perhaps 500 feet or so, found us in the air and climbing about 600 to 700 fpm. It was a warm, humid day in early May and this is the smaller Jabiru powerplant, but climb certainly matched or exceeded that of many general aviation trainers. Light Handling, Yet Steady I love to repeat this story: EAA conducted a photo shoot from their specially modified Cessna. Their team has done this hundreds of times and has the art of formation photo flying down to a science. In photographing the J250, which shares flight characteristics with the J170, Ben and Nick from Jabiru USA were radioed by EAA's photographer to assume a 30° bank and "just orbit." The plan was for the faster photo plane to fly around them and shoot the desired views. A few minutes into this exercise, the two J250 pilots received another message: "Would you please put your hands on the joystick so it looks like you're actually flying?" My own experience performing steep turns in the J250 brought a similar feeling. The J170 can consistently hold bank with almost no input, assuming you had trimmed it well. The 2-seat Jabiru displayed straightforward handling characteristics at maximum speeds or, as I found out later, in slow flight. "Large ailerons and winglets give excellent crosswind handling performance," say the Australian designers. And now, those ailerons will get a little larger, increasing their authority. J170 ailerons self-center with aerodynamic loads, although return springs help center rudder pedals. A mass-balanced elevator provided aerodynamic stability as well as light forces. Slow flight was comfortable at 45 to 48 mph, according to the Grand Rapids EFIS and, on the other end, maximum speeds approached the 120-knot (138 mph) limit for light sport aircraft; the glass instrument said 112 knots (129 mph) when I tried to approximate 75% power. Vne is 144 mph in the J170. All the Jabiru airplanes share a speedy attitude. Students and recreational pilots will enjoy the Jabiru engine's use of a pressure-compensating carburetor with automatic mixture control. "This gives us a simple 'single lever' power control," says Otterback. Thanks to good carburetor control, "the Jabiru engines are flying at higher power settings while using the same or less fuel," adds Krotje. At a 112-knot (129 mph) cruise speed in the J170, the 2-seater proved to be very smooth and controllable. The smaller plane may not often be used for long cross-country flights, but it could certainly accomplish them satisfyingly. The J170 should also prove free of surprises en route, another good flight school quality. "This J170 aircraft - as with all Jabiru aircraft - has successfully completed the FAA FAR Part 23 testing requirements including a full spin matrix, complete static, dynamic, asymmetrical loadings, and loaded drop testing," says Krotje. Jabiru J170 More "Affordable" Krotje is pleased to say that the Jabiru airframe design has proven itself over hundreds of thousands of flight hours with the two highest time airframes exceeding 8,000 hours, and dozens with more than 4,500 hours. The Australian company's airplanes are flying all over the world and much of this flying has been in flight schools with the extra rigor of training student pilots who may make firm landings. Krotje says the flight training application illustrates the design's reliability, predictability, durability, and longevity. Blazing the LSA trail for Jabiru USA is the J250. 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. With a smaller airplane with the spirited, more modest 85-hp Jabiru 2200, you can save $12,000, a pretty good chunk for essentially the same airplane. The $84,900 price includes a Sensenich wood prop, stainless exhaust, electric flaps, hydraulic brakes, upholstered interior, map pockets, embroidered sound curtain, basic analog instruments (ASI, VSI, altimeter, compass, slip/skid), EIS digital engine monitor, Garmintransceiver, intercom, ELT, and a power plug. For some, this is plenty. Others want options. Add a transponder (Garmin GTX327 for $3,185), navigation and strobe lights ($800), landing light ($195), TruTrak Digiflight II G 2-axis autopilot ($6,525), leather seats ($950), and Sensenich carbon fiber ground- adjustable prop ($1,150). Get the transponder plus the Grand Rapids Horizon Sport EFIS, internal GPS, and Garmin SL40 transceiver for $7,995. With kits still available and a related airplane company, Arion Aircraft selling the Lightning, and their national support and sales of the Jabiru engine line, Jabiru USA offers lots of depth to their airplane portfolio. And the entire line is essentially made in the USA. Jabiru USA displays at most of the major and some minor airshows. Come take a demo flight in the several aircraft of Jabiru USA to see if this interesting set of designs is right for your flying enjoyment. Yes, they may have a funny name, but they're certainly fun in the air.

Published in Light Sport and Ultralight Flying

Seating	2, side-by-side
Empty weight	638 pounds
Gross weight	1,320 pounds ¹
Wingspan	31 feet, 7 inches
Wing area	100 square feet
Wing loading	13.2 pounds per square foot
Length	18 feet, 2 inches
Cabin Interior	45 inches wide
Height	7 feet, 6 inches
Kit type	Fully assembled SLSA
Airworthiness	Certified SLSA
Build time	No kit offered
Notes:	¹ Gross weight recently increased after Australian review for JAR certification
Standard engine	Jabiru 2200, 4 cylinder
Power	85 hp ¹
Power loading	15.0 pounds per hp
Cruise speed	115 mph
Never exceed speed	152 mph
Rate of climb at gross	700 fpm
Takeoff distance at gross	459 feet
Landing distance at gross	492 feet
Notes:	¹ 2-blade fixed-pitch wood and composite prop, 60-inch diameter
Standard Features	Jabiru 2200 with electric starting, ASI, altimeter, temp gauges, tachometer, Garmin comm Radio, intercom, ELT, enclosed cabin with two entry doors, in-flight trim, remote choke, convenient full shut-off, shock-absorbing gear, steerable nosewheel, hydraulic brakes with parking feature, stainless exhaust, finished interior.
Options	EFIS avionics package (includes GPS radio, transponder), LED wingtip navigation/strobe lighting, TruTrak autopilot, leather seats, Sensenich carbon fiber ground-adjustable prop.
Construction	Composite airframe, wings, and tail. Made in the USA by American-owned company; major components imported from Australia.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Smooth, all composite construction and winglets give the J170 a modern appearance. Though the J170 identifier may be new to Americans, it is based on the Australian company's 2-seater sold for many years. Only company I know producing both airframes and engines. Well-established brand.

Cons - Most pilots choose the J250 over the J170 perhaps because it is roomier and more powerful, or possibly because the J170 hasn't been promoted enough to flight schools. Since pilots seem to prefer more to less power, the 85-hp 2200 Jabiru engine may curtail resale value.

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Though a simpler, less costly model, the J170 has all the usual SLSA features: flaps, trim, electric start, and strong hydraulic hand-lever brakes with parking brake feature. Trim lever available on both sides of console, easier to reach and control finely. Fuel at 35 gallons is generous.

Cons - The test J170 had no panel-mounted position indicator for flaps (though an LED flap indicator has since been added as standard). Some pilots prefer foot-operated to handbrakes. Like most LSA's, the J170 hides its engine under a cowling, making inspections more difficult and repairs more time-consuming.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - A high wing, wide-opening doors and a centrally located joystick make the J170 among the easiest-to-enter aircraft I've evaluated. Adequate panel space for additional instruments/radios. Choke and cabin heat controls in center panel. Arm support for joystick. Good baggage space.

Cons - The center-located joystick is great for left-seat pilots but might present challenges for new right-seat positioned students. Cabin may be a little tight if both occupants are large; center console takes up hip room. Seats lack much padding or shape for longer flights.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Good steering precision. Good ground clearance and springy enough gear to handle off-field landings. High-wing designs are good for ground clearance while taxiing, even at unimproved strips. Hydraulic brakes were quite effective. Controls were light on the ground for quartering control.

Cons - Hand brake adds no directional capability; turn radius not as tight as toe brake designs or taildraggers. Like most high-wing designs, the J170 prevents upward viewing for pretakeoff traffic. Rudder pedals are very small; your foot can slip off them. Using your hand for brakes offers less power than legs.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - Reasonably short takeoff behind 85-hp Jabiru engine: 460 feet. Excellent landing visibility and aft quarter windows help the pilot see towards the rear. Flaps on landing allow slow approaches (below 50 mph with experience). Longer glide capability means better reach in the event of power loss.

Cons - Visibility above is limited. Compared to some other LSA, the J170 runs a bit long on takeoff and its glide can make for longer rollouts (though good speed control still permits using short runways. Crosswinds limited to 14 knots (16 mph), a bit conservative.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Pleasant, light controls with crisp but not sudden response; very good qualities for a trainer. Holds turns very well with little input and not much addition of power, even for steep turns. Good control authority throughout speed range, even when very slow.

Cons - Manufacturer states 14-mph maximum crosswind component (though design appears to have authoritative controls). Some lack of harmony between ailerons self center aerodynamically and rudder pedals, which have centering springs.

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - Quite spirited performance from 85-hp Jabiru: maximum power yields 115 knots (132 mph), 75% cruise is 100 knots (115 mph). Never exceed speed is 125 knots (144 mph). Glide ratio listed as 12:1, a strong figure. Fuel consumption can be 3.5 gph when not climbing, producing a 10-hour endurance.

Cons - Climb rate at 700 fpm is fine but weaker than numerous other LSA. Payload at full fuel was only 352 pounds on the test J170, a bit low among LSA (though this was raised to 472 pounds at the new gross of 1,320 pounds). Not the very fastest LSA (though its speeds may be about perfect for ultralight enthusiasts).

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Using full flaps, the J170 flies to 38 knots (44 mph) before a very mild stall. Qualities in all stalls performed was very modest, hardly a nose-over and no wing drop. Good cross-country cruiser as it holds position well without much pilot input. Longitudinal stability check was positive, as was power response.

Cons - Some adverse yaw (as expected) causes a need for coordinated use of controls. No spins attempted; parachute not fitted, not offered as optional.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Good model for flight school use: good-size cabin, easy entry/exit, and large fuel source for extended flights, docile handling, and reasonable performance from 85-hp Jabiru 2200. Price reasonable for its class. Well-proven design series, modified slightly for LSA rules. Solid U.S. builder.

Cons - Flight schools may not like the center-mounted joystick or the hand brake (though they might like each after some familiarization). At $85,000, the J170 isn't low cost. No quick breakdown or folding wings. Some has criticized door fit and interior quality. Simple, hard-surface interior.

The Jabiru airplanes from Shelbyville, Tennessee-based Jabiru USA are funny airplanes. I don’t mean funny like a joke and I don’t mean the name sounds funny, though it may to those unfamiliar with the Australian brand. The Jabiru models are funny because from a distance they look rather small and they don’t seem to get bigger the closer you get to them. Despite the illusion, the three Jabiru models that have earned their Special Light-Sport Aircraft (SLSA) credentials are actually quite roomy inside, even for larger American pilots. The J250 is better described as cavernous; it has perhaps the largest interior dimension of any SLSA. The J170 is smaller, but certainly spacious enough for most occupants. A 45-inch-wide cabin is 5.5 inches wider than a Cessna 172 and it has headroom enough for all but the tallest pilots. Based on the 2-seat Aussie kit, the J170 is aimed at flight schools.

2008 In Review; a Look at the Year for LSA Sales

By Dan Johnson || December 12, 2008 Leave a Comment

We still cannot count weight shift or powered parachutes as those database figures remain suspect. Though sales are off about 20%, pilots still want to fly and LSA still offer excellent value. I predict pent-up demand will balloon sales once customers perceive the economy to be improving.

With one month to go (and it's hard to imagine a big December), we have figures to report for this most extraordinary year. We're all (painfully) aware of the economic predicament, but how has this impacted light-sport aviation? Here's my observations. *** In 11 months, the industry has increased fleet size by 35% to 1,510 fixed wing airplanes from 1,118 on January 1st. Annualizing the numbers, all airplane LSA should register 427 airplanes, which equates to about 35 aircraft per month, which means sales were about 20% off the monthly pace recorded since early 2006. *** Flight Design held its top spot and again delivered the most, but just barely. Remos has been the rising star of 2008 with a 147% increase over their total on January 1st. Tecnam became only the third company to pass 100 units registered. Other solid gains were logged by Czech Aircraft Works (up 69% in the year); Jabiru (up 53%); FPNA (up 55%, though from a lower number, which makes larger percentage gains easier); Aeropro (up 52%). *** In raw numbers, Flight Design lead, registering 56 in 11 months, Remos had 50, Tecnam had 36, Czech Aircraft Works had 31, Jabiru had 29, and American Legend had 24.

With one month to go (and it’s hard to imagine a big December), we have figures to report for this most extraordinary year. We’re all (painfully) aware of the economic predicament, but how has this impacted light-sport aviation? Here’s my observations. *** In 11 months, the industry has increased fleet size by 35% to 1,510 fixed wing airplanes from 1,118 on January 1st. Annualizing the numbers, all airplane LSA should register 427 airplanes, which equates to about 35 aircraft per month, which means sales were about 20% off the monthly pace recorded since early 2006. *** Flight Design held its top spot and again delivered the most, but just barely. Remos has been the rising star of 2008 with a 147% increase over their total on January 1st. Tecnam became only the third company to pass 100 units registered. Other solid gains were logged by Czech Aircraft Works (up 69% in the year); Jabiru (up 53%); FPNA (up 55%, though from a lower number, which makes larger percentage gains easier); Aeropro (up 52%).

Lycoming Announces LSA Powerplant, the IO-233

By Dan Johnson || September 6, 2008 Leave a Comment

From top left, clockwise: Rotax 912S; Jabiru 3300; Lycoming IO-233; Continental O-200 *** Weight review (valid approximations): Rotax 912S ~141 pounds -- Jabiru 3300 ~178 pounds -- Continental O-200 ~190 pounds -- Lycoming IO-233 ~200-210 pounds

Here come the American engines! Rotax 912s from Austria presently dominate the LSA market with an estimated 70% of installations. Australia's Jabiru with two engines (85-hp 2200 and 120-hp 3300) has another estimated 15%, leaving the U.S.-built Continental O-200 with about 15%. *** The Lycoming O-235 has been used (in Falcon LS and an RV-9 ELSA) but never LSA optimized. At Oshkosh '08, the Pennsylvania company announced development of their IO-233 aimed specifically at LSA. At its heart, the new engine is an O-235, but it's been equipped with electronic ignition, fuel injection in lieu of carburetors, and smaller jugs. "We shaved 40 pounds with thinner induction pipes and a less bulky flywheel, among other changes," said Mike Kraft, Lycoming's VP of engineering." The IO-233 can produce 100 horsepower at 2400 rpm and 116 horsepower at 2700 rpm. *** Despite the weight reductions, the new Lycoming will be significantly heavier than a Rotax 912, perhaps a third more (installed weight can vary due to a variety of factors -- see photo legend). However, the Lycoming has a 2400-hour TBO, much longer than Rotax's 1500 hours. Kraft said the IO-233 will run on high-octane mogas or 100LL. The company expects to meet ASTM standards but is still looking at Part 33 approval. No price was announced.

Here come the American engines! Rotax 912s from Austria presently dominate the LSA market with an estimated 70% of installations. Australia’s Jabiru with two engines (85-hp 2200 and 120-hp 3300) has another estimated 15%, leaving the U.S.-built Continental O-200 with about 15%. *** The Lycoming O-235 has been used (in Falcon LS and an RV-9 ELSA) but never LSA optimized. At Oshkosh ’08, the Pennsylvania company announced development of their IO-233 aimed specifically at LSA. At its heart, the new engine is an O-235, but it’s been equipped with electronic ignition, fuel injection in lieu of carburetors, and smaller jugs. “We shaved 40 pounds with thinner induction pipes and a less bulky flywheel, among other changes,” said Mike Kraft, Lycoming’s VP of engineering.” The IO-233 can produce 100 horsepower at 2400 rpm and 116 horsepower at 2700 rpm.

Aircraft Sales through April ’08 Reflect Economy

By Dan Johnson || May 14, 2008 Leave a Comment

In the first four months of the year, we've seen a few climbers: Czech Aircraft Works and Remos improved their rank the most: Highest 2008 sales were (in order): Flight Design, CZAW, Remos, Jabiru, Tecnam, and Legend.

I can identify four factors in the economy presently affecting airplane sales: Potential customers (often with plenty of assets or creditworthiness) see the value of their stock portfolio going up and down like a roller coaster; worry over their once-soaring real estate, now down markedly in some areas; witness the continuing rise of the euro-dollar exchange rate, bringing much higher prices for many LSA; and, fret over a climate of political uncertainty during another election cycle. *** Perhaps due to these factors GA single engine piston sales are off 28% compared to the same period last year, according to GAMA. LSA sales are off 30% compared to trends six months to a year ago. *** Jet and turbine aircraft sales are up, but 2008 deliveries of those aircraft stem from orders taken 2-3 years ago. Contrarily, personal and sport aircraft sales react quickly to the slightest perception of economic shakiness. *** Despite that we have some bright spots. Large ad expenditures paid off with a good advance for Remos. The Flight Design machine drives on as it always has and Czech Aircraft Works is experiencing healthy registrations. Jabiru continues to grow steadily and Urban Air's Lambada has made the top 20 for the first time. Hopefully, the last eight months of the year will offset the slow start in '08.

Big Crowds at the Sun ‘n Fun LSA Mall

By Dan Johnson || April 20, 2008 Leave a Comment

If you missed the Sun 'n Fun LSA Mall in 2008, please accept an invitation for April 21-26, 2009.

Sun 'n Fun 2008 is history, but planning is already underway for the 2009 event. Event boss John Burton confirmed we will again have the LAMA-hosted LSA Mall right at the front gate next April 21-26. A major success at this year's Lakeland, Florida airshow, the industry Mall presentation featured 17 Special Light-Sport Aircraft. Weather prevented Fantasy Air's Allegro from attending. Two days before the event, a tornado crushed a Sting S3 planned for display. And work at Quicksilver Manufacturing postponed the exhibit of the GT500 (they're finishing SLSA approval, reports national sales manager, Todd Ellefson). *** The 17 who were in the '08 LSA Mall enjoyed significant traffic all week and virtually every visitor to Sun 'n Fun was at least exposed to Light-Sport Aircraft in a wide variety (although we were not able to enlist any trike or powered parachute companies). Aircraft shown were: Flight Design CTLS, AirMax SeaMax, Jabiru USA J-250, IndUS Thorpedo, CubCrafters Sport Cub, FP&A A-22 Valor, Sportsplanes.com Breezer II, Just Aircraft Highlander on floats, Lambada motorglider, Gobosh G-700S, Remos G-3, CZAW SportCruiser, Legend Cub, AMD Patriot and CH-601, Evektor SportStar, and Paradise P-1. *** Joining LAMA inside the big welcome tent were Rotax and Jabiru LSA engines, BRS emergency parachutes, AirFleet Capital (LSA financing), and ASA training resources featuring Paul Hamilton (who also made a special 30-minute DVD of LSA flying in scenic locations). LAMA plus tens of thousands of visitors thank all who participated!

Sun ‘n Fun 2008 is history, but planning is already underway for the 2009 event. Event boss John Burton confirmed we will again have the LAMA-hosted LSA Mall right at the front gate next April 21-26. A major success at this year’s Lakeland, Florida airshow, the industry Mall presentation featured 17 Special Light-Sport Aircraft. Weather prevented Fantasy Air’s Allegro from attending. Two days before the event, a tornado crushed a Sting S3 planned for display. And work at Quicksilver Manufacturing postponed the exhibit of the GT500 (they’re finishing SLSA approval, reports national sales manager, Todd Ellefson). *** The 17 who were in the ’08 LSA Mall enjoyed significant traffic all week and virtually every visitor to Sun ‘n Fun was at least exposed to Light-Sport Aircraft in a wide variety (although we were not able to enlist any trike or powered parachute companies).

Jabiru USA Brings 4th SLSA to Market

By Dan Johnson || January 17, 2008 Leave a Comment

Jabiru USA's new J230-SP has the same cavernous three-door cabin as the J250 (top) but has a higher aspect wing fitted with winglets that cruises efficiently at altitude. Panels can be full glass. More info?

SEBRING 2008 UPDATE -- Like rapid fire, approvals and preparations for the Sebring Expo are coming quickly. In less than a month before Sebring we've seen approval of the SeaMax amphib; Rans' all metal S-19; the super-wide S-Wing; all-new Flight Design CTLS; composite Dynamic WT9; long-gliding Lamabada, and many upgrades to the Thorpedo 120LP and 85LP. Now, welcome the fourth Jabiru: J230-SP. *** Good for flight schools, Jabiru USA president Pete Krotje added, "It's ideal for those longer cross country trips." J230-SP has achieved European JAR/VLA certification and Pete elaborated that J230 is one of the most tested LSA in the world because it passed all of the FAR Part 23 testing for strength, stability, and spin recovery. It has been drop tested from five feet at its design gross weight of 1,540 pounds with no serious damage. When operated at a gross weight of 1,320 pounds, design strength is reported to exceed ASTM standards by a good margin. *** Looking similar to the J250 (photo) J230-SP differs only in a wing design that employs a 105 square foot wing with winglets. "These winglets seem to give an effective increase in wing area that really helps low speed performance," said Krotje.

SEBRING 2008 UPDATE — Like rapid fire, approvals and preparations for the Sebring Expo are coming quickly. In less than a month before Sebring we’ve seen approval of the SeaMax amphib; Rans’ all metal S-19; the super-wide S-Wing; all-new Flight Design CTLS; composite Dynamic WT9; long-gliding Lamabada, and many upgrades to the Thorpedo 120LP and 85LP. Now, welcome the fourth Jabiru: J230-SP. *** Good for flight schools, Jabiru USA president Pete Krotje added, “It’s ideal for those longer cross country trips.” J230-SP has achieved European JAR/VLA certification and Pete elaborated that J230 is one of the most tested LSA in the world because it passed all of the FAR Part 23 testing for strength, stability, and spin recovery. It has been drop tested from five feet at its design gross weight of 1,540 pounds with no serious damage. When operated at a gross weight of 1,320 pounds, design strength is reported to exceed ASTM standards by a good margin.

More than 1,000 SLSA Airplanes Registered with FAA

By Dan Johnson || November 7, 2007 Leave a Comment

Thanks again to Jan Fridrich of the Czech Light Airplane Association for compiling the information shown in this chart. With weight shift (4 builders of 6 models) and powered parachutes (5 brands/models), total SLSA registrations hit 1,270 aircraft, exactly double the count at the start of the year.

October 2007 brought another top finish for Jabiru USA. FAA registrations of J-250 and J-170 led the industry for the second consecutive month contributing to their rise in the ranks. Czech Aircraft Works logged a good increase and moved up in the chart. And, CubCrafters continued their steady climb. *** In a fresh look, this month's chart has more information. Included are the top 20 brands, counting all models by those companies (four manufacturers have multiple certifications). In addition to percentages, this month we also show the number of airplanes registered with FAA. But remember, FAA registrations do not precisely equal deliveries. Finally, due to questions about how their numbers are counted, we omitted weight shift and powered parachute LSA. *** A few observations may add to your own study of this chart. Cub replicas or redesigns from three companies added together would convincingly occupy the #2 slot with 181 registered. Little yellow taildraggers obviously have lots of appeal. And the SkyBoy and Allegro are represented by a related group. Were these two joined, they'd take the #3 spot with 95 total registrations. Finally, high wing designs account for 70% (714 of 1,023) while low wings (and a couple "shoulder wing" designs) take the remaining 30% of registrations.

October 2007 brought another top finish for Jabiru USA. FAA registrations of J-250 and J-170 led the industry for the second consecutive month contributing to their rise in the ranks. Czech Aircraft Works logged a good increase and moved up in the chart. And, CubCrafters continued their steady climb. *** In a fresh look, this month’s chart has more information. Included are the top 20 brands, counting all models by those companies (four manufacturers have multiple certifications). In addition to percentages, this month we also show the number of airplanes registered with FAA. But remember, FAA registrations do not precisely equal deliveries. Finally, due to questions about how their numbers are counted, we omitted weight shift and powered parachute LSA. *** A few observations may add to your own study of this chart. Cub replicas or redesigns from three companies added together would convincingly occupy the #2 slot with 181 registered.

Jabiru’s J-250 3-Door SLSA Leads September 2007

By Dan Johnson || October 14, 2007 Leave a Comment

Jabiru USA has three certified models including Calypso SP, but they are concentrating on J-250 and J-170. Their Shelbyville, Tennessee factory was alive with activity when I visited after Sun 'n Fun 2007.

In September, as the Cessna Skycatcher's wave of orders soaked up funds that might have gone to other SLSA, Jabiru logged the most FAA registrations -- 6 more J-250s, bringing the company to 44 units delivered and placing the model 9th overall among fixed wing airplanes. In second place, CT, CH-601XL, and Skyboy each added three registered units. Though the month was slower than usual for fixed wings, weight-shift added another strong month with 19 registrations (though some are wondering if these trikes are all SLSA or include ELSA conversions; we're researching this). Combined, trikes and powered parachutes added 25 aircraft to the FAA registry while fixed wings added 27 for a total of 52 new SLSA. *** Jabiru USA has moved steadily up the market share chart. As the only aircraft company I know supplying both airframe and engine, Jabiru USA advanced steadily into the Top Ten of SLSA providers in the USA. A sister company, Arion, also designed and offers their impressive and Sport Pilot-eligible Lightning in kit form.

In September, as the Cessna Skycatcher’s wave of orders soaked up funds that might have gone to other SLSA, Jabiru logged the most FAA registrations — 6 more J-250s, bringing the company to 44 units delivered and placing the model 9th overall among fixed wing airplanes. In second place, CT, CH-601XL, and Skyboy each added three registered units. Though the month was slower than usual for fixed wings, weight-shift added another strong month with 19 registrations (though some are wondering if these trikes are all SLSA or include ELSA conversions; we’re researching this). Combined, trikes and powered parachutes added 25 aircraft to the FAA registry while fixed wings added 27 for a total of 52 new SLSA. *** Jabiru USA has moved steadily up the market share chart. As the only aircraft company I know supplying both airframe and engine, Jabiru USA advanced steadily into the Top Ten of SLSA providers in the USA.

AOPA’s Hartford Expo Has Generous Count of LSA

By Dan Johnson || October 14, 2007 Leave a Comment

Crowds gathered around a flock of SLSA at Brainard airport in Hartford CT as AOPA kicks off their fall Expo. One fascination with LSA is folding wings as Remos demonstrated for their G-3.

Most pilots know AOPA, the Aircraft Owners and Pilots Association, has been fighting the user fee battle...and they've been doing well resisting the might of the U.S. government. But they must also have a connection with Mother Nature as warm, beautiful weather shined on opening day at Connecticut's Brainard airport. *** On display: StingSport, Skylark, the new Breezer II, Allegro 2000, SportCruiser, Sigma, Thorpedo, Sport Cub, Bravo, Sierra, CTsw, Jabiru J-250, Gobosh G-700S, and Remos G-3. Contrary to earlier info, American Champion brought The Champ, Cessna displayed their Skycatcher mockup, and Cirrus flew their SRS. In all, I counted 17 LSA at Hartford. That amounts to a healthy 19% of all airplanes on display. Two days remain; come pick up a free "Reach for the Sky" LSA info booklet compliments of EAA and LAMA. On Saturday the 6th you are invited to my updated talk on the state of the LSA industry at the Convention Center (11:00 a.m. to noon).

Most pilots know AOPA, the Aircraft Owners and Pilots Association, has been fighting the user fee battle…and they’ve been doing well resisting the might of the U.S. government. But they must also have a connection with Mother Nature as warm, beautiful weather shined on opening day at Connecticut’s Brainard airport. *** On display: StingSport, Skylark, the new Breezer II, Allegro 2000, SportCruiser, Sigma, Thorpedo, Sport Cub, Bravo, Sierra, CTsw, Jabiru J-250, Gobosh G-700S, and Remos G-3. Contrary to earlier info, American Champion brought The Champ, Cessna displayed their Skycatcher mockup, and Cirrus flew their SRS. In all, I counted 17 LSA at Hartford. That amounts to a healthy 19% of all airplanes on display.

Light Sport Airplanes West Officially Opens

By Dan Johnson || September 17, 2007 Leave a Comment

On a gorgeous April 28th, Light Sport Airplanes West brought industry leaders for the Grand Opening of their 5,600 square foot showroom/mall (lower photo). Pictured above (L-R) are Tom Peghiny and John Dunham of Flight Design USA with LSA West owner Mike Fletcher.

Within 24 hours of getting home from Sun 'n Fun, several industry leaders including Evektor America's Jeff Conrad, Flight Design USA's Tom Peghiny, Jabiru USA's Ed Ricks, and BRS parachute's Gregg Ellsworth packed up and headed off to California. What motivated these men to depart so soon after a long week in Florida? They all wanted to support proprietor Mike Fletcher as he and his staff celebrated the Grand Opening of Light Sport Airplanes West. I also flew out to join the party for America's largest LSA showroom and a grand affair it was. Estimates put attendance at 300 (I suspect that didn't include everyone present as some 100 aircraft flew in). Representing the Sportstar, CTsw, and J-250 plus the Remos G-3, TL Ultralight StingSport, and Tecnam, LSA West has an impressive line and a large inventory of LSA in stock. The Salinas, California-based operation also conducts flight training and represents some brands up and down the west coast. Various media people attended inlcuding a writer from Flying magazine) and Salinas Mayor Dennis Donohue spoke at the ribbon cutting ceremony.

Within 24 hours of getting home from Sun ‘n Fun, several industry leaders including Evektor America’s Jeff Conrad, Flight Design USA’s Tom Peghiny, Jabiru USA’s Ed Ricks, and BRS parachute’s Gregg Ellsworth packed up and headed off to California. What motivated these men to depart so soon after a long week in Florida? They all wanted to support proprietor Mike Fletcher as he and his staff celebrated the Grand Opening of Light Sport Airplanes West. I also flew out to join the party for America’s largest LSA showroom and a grand affair it was. Estimates put attendance at 300 (I suspect that didn’t include everyone present as some 100 aircraft flew in). Representing the Sportstar, CTsw, and J-250 plus the Remos G-3, TL Ultralight StingSport, and Tecnam, LSA West has an impressive line and a large inventory of LSA in stock.

Here Come the LSA Hybrids…Storm Rally & Others

By Dan Johnson || September 17, 2007 Leave a Comment

Air Elite Aviation is the U.S. distributor for aircraft built in the USA by Prestige. AEA proprietor Rodger Whaley poses by the first American-built Storm Rally, whose gull-wing doors can be opened in flight at speeds of 60 knots. Look for my upcoming Rally pilot report.

In the auto industry "hybrid" infers the use of multiple technologies (think: Toyota Prius). In aviation, hybrid could mean an airplane designed in one country and built in another. Even Boeing farms out subassemblies worldwide, integrating them in America. Car companies coined "domestic content" to state what portion of a car is "Made in the USA." *** We're doing it in LSA, too. Besides the Storm Rally (photo), Jabiru 170 and 250 and the Delta Jet 912 trike are hybrids. The Italian-designed, Canadian-owned, Skykits line is U.S.-built. *** Prestige Aircraft is the licensed manufacturer for aircraft designed by Storm Aircraft of Italy. Like Jabiru USA, Prestige brings in major components, assembles them, and finishes with U.S.-sourced elements, which better addresses the American market. Storm Rally comes with basic VFR flight instruments and equipment, including a turn-coordinator, tail-strobe, Icon 200 radio, and Garmin transponder with altitude encoder. Somewhat unusually, Prestige models also come with a limited 2-year, or 1000-hour warranty.

In the auto industry “hybrid” infers the use of multiple technologies (think: Toyota Prius). In aviation, hybrid could mean an airplane designed in one country and built in another. Even Boeing farms out subassemblies worldwide, integrating them in America. Car companies coined “domestic content” to state what portion of a car is “Made in the USA.” *** We’re doing it in LSA, too. Besides the Storm Rally (photo), Jabiru 170 and 250 and the Delta Jet 912 trike are hybrids. The Italian-designed, Canadian-owned, Skykits line is U.S.-built. *** Prestige Aircraft is the licensed manufacturer for aircraft designed by Storm Aircraft of Italy. Like Jabiru USA, Prestige brings in major components, assembles them, and finishes with U.S.-sourced elements, which better addresses the American market. Storm Rally comes with basic VFR flight instruments and equipment, including a turn-coordinator, tail-strobe, Icon 200 radio, and Garmin transponder with altitude encoder.

Come See LSA at AOPA’s 2007 Expo in Hartford

By Dan Johnson || September 17, 2007 Leave a Comment

Near the LAMA motorhome display on the Hartford-Brainard Airport, you'll find these LSA: Sigma; Sportstar; CTsw; G-700S; Jabiru J-250; G-3; StingSport, Breezer, and Skylark; and two Tecnams. Alongside their GA models, Cirrus will show their SRS and CubCrafters their Sport Cub. Neither Cessna Skycatcher nor The Champ are expected to attend.

At Oshkosh I took the chance to speak with several general aviation leaders -- CEOs of top general aviation companies and presidents of leading membership organizations. All have been kind to me with their time and generous with their support for the Sport Pilot concept, but I sensed they didn't yet accept LSA deep down. Minor questions remained. Today that seems convincingly gone. The same not-100%-certain leaders now chorus, "LSA is here to stay." *** Evidence of that is again marshaling for AOPA's season-ending event for general aviation. The D.C.-based organization now counts more than 413,000 members, more than two-thirds of all pilots on the FAA register. The traveling Expo show typically draws well from a region's pilot population. Action starts October 4-6, 2007 at the Hartford-Brainard Airport (HFD). *** For the third year running AOPA is providing a grouped location for Light-Sport Aircraft right where you enter the airplane display area (SLSA exhibitor list under photo). Last year at AOPA's event in Palm Springs, California, the densest crowds among all aircraft displays were around the LSA fleet.

At Oshkosh I took the chance to speak with several general aviation leaders — CEOs of top general aviation companies and presidents of leading membership organizations. All have been kind to me with their time and generous with their support for the Sport Pilot concept, but I sensed they didn’t yet accept LSA deep down. Minor questions remained. Today that seems convincingly gone. The same not-100%-certain leaders now chorus, “LSA is here to stay.” *** Evidence of that is again marshaling for AOPA’s season-ending event for general aviation. The D.C.-based organization now counts more than 413,000 members, more than two-thirds of all pilots on the FAA register. The traveling Expo show typically draws well from a region’s pilot population. Action starts October 4-6, 2007 at the Hartford-Brainard Airport (HFD). *** For the third year running AOPA is providing a grouped location for Light-Sport Aircraft right where you enter the airplane display area (SLSA exhibitor list under photo).

Jabiru J250: A Great Cross Country LSA

By Dan Johnson || October 10, 2006 4 Comments

Imagine leaving the rush of groundbound traffic behind and commuting to work in the J250. No doubt some pilots will find such uses for their new light-sport aircraft.

With a nearly all-glass cockpit, the Jabiru J250 can hold its head high in the company of any modern aircraft.

Jabiru Australia manufactures not only this airframe but also its powerplant, the six-cylinder Jabiru 3300, which produces 120 hp.

With three wide doors, entering and exiting the aircraft and accessing the large cargo compartment is convenient.

Buyers can choose from a variety of interior appointments, including leather seats, if so desired. Pilot and copilot share a center-mounted stick. At 43-inches wide and with an instrument panel shaped to allow more knee room, the J250's cockpit should be comfortable for pilots of most any size.

The Jabiru J250 uses the same airframe as the company's four-place aircraft, the J400. However, the LSA version is fitted with only two seats, leaving the back seat open for cargo. Throw your golf clubs or skis in the back, and in a few hours you can be recreating wherever you desire!

Pete Krotje (shown here) and his son, Ben, are the principals of Jabiru USA, importing both the Jabiru aircraft and engines from Australia.

What's that airplane with the funny sounding name? The question arises when pilots, unfamiliar with the new brands introduced by the light-sport aircraft (LSA) category, try to comprehend the name Jabiru. "And this airplane company also makes its own engine?" This second question frequently follows the first. Jabiru USA's Peter "Pete" Krotje and his staff must tire of the explanation. "It's JAB-i-roo," I heard Pete reply patiently one day at EAA AirVenture Oshkosh 2005. "And, yes, the company makes both the airframe and engine." So begins the tale of this new airplane from the country down under famous for kangaroos and cowboys who speak English in a distinctly different way. Designed by Jabiru Australia of Bundaberg West, Australia, the J250 and J170 recently earned special light-sport aircraft (S-LSA) certification, which the Calypso hopes to do soon as well. It's A Little Big Plane As you walk up to the J250, this modern, composite cruiser looks like a small airplane, yet entering the J250 is easy and, once inside, the cockpit is surprisingly roomy, especially given its enormous luggage area. 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. "This airplane is designed to exceed the expectations of pilots stepping down from Cessna 172s, Skylanes, or Bonanzas as the most desirable, up-todate personal aircraft," Jabiru's salesmen claim. Once these pilots get past the size of the J250, that statement might be true. This Australian airplane comes to Yankee customers differently than LSA imported from European countries. Unlike those aircraft, Jabiru USA is the manufacturer of record. It buys components from Jabiru Australia, assembles them, and does all the fiberglass work and bonding. The parts Jabiru USA receives are ready for an American assembly line. "In Australia, all aircraft components are made the same, no matter whether they're going on a certificated airplane bound for one country or in a kit for another," Pete advised. Effectively, then, this is a U.S.-manufactured aircraft. "But, it's not the same as RANS, which makes most of its own components," Pete explained. Like Boeing or General Motors, which use parts made in other countries, the finished products are considered American manufactured. The phrase coined more than a decade ago, is "domestic content," relating to how much of the final product is created here in the U.S. Jabiru Australia prefers not to fully build aircraft for the U.S. market, as it doesn't believe it can do the continuous safety monitoring specified by the ASTM standards. And, like most non-U.S. producers, they are fearful of America's legendary litigiousness. Besides, shipping fully built airplanes from distant Australia would present other challenges. Jabiru USA, then, must do all the continuous safety monitoring, and it must audit Jabiru Australia as a supplier to its U.S.-based production. They do so by looking at the audit of the down-under business by its Civilian Aviation Safety Authority (CASA), Australia's equivalent to the FAA. The J250 I was privileged to fly was, therefore, a U.S.-built airplane based on an Australian design and airframe components. But many items are supplied from non-Australian sources. Examining N250J The doors open wide on all Jabiru airplanes I've flown, easing the effort to get inside. And because they're all high wings, you don't have to scramble atop the low wing first. Many folks find high wings easier to enter. However, Jabiru's doors are rather difficult to open and close properly. New doors are being developed, and that's something buyers will want to examine in the future. A second door on the pilot's side allows easy access to Jabiru's voluminous baggage area. The space is so large, the main concern will be to not overload it. However, no straps were provided to secure items placed in this area. Upon entering the cockpit I noticed the little big plane was nicely equipped with avionics, with an EFIS system and an electronic engine information monitoring system (EIS). It had an all-glass cockpit with no conventional steam gauges. The bright, color-screened Grand Rapids Technology Horizon I EFIS was fed its GPS information from a Lowrance AirMap 100, though the latter instrument was somewhat awkwardly mounted on the left side of the panel above the left-side throttle. A throttle is available on either outside edge of the cockpit with a single joystick in the middle. Firing up Jabiru engines has always been a simple experience for me. I've flown the engines in several other aircraft makes and models. Most general aviation pilots like the engine, as it sounds closer to their experience and because the tachometer readings seem more normal compared to the much higher-revving Rotax 912 series. We taxied out from our Sun 'n Fun parking spot with the usual trip around the airfield to get to the end of the runway. This allowed time to experiment with the ground handling. The rudder steering on the ground is a direct linkage, Nick Otterback, my Jabiru salesman/copilot explained, and that accounted for me having to do all the work. For me, taxiing the J250 was not a comfortable experience. The pedal movements took extra effort, and the control was not particularly responsive. Without directional braking, I felt it might be difficult to make tight turns on airport ramps. Ground steering challenges and illfitting doors notwithstanding, I was anxious to get this plane airborne, and flying the Jabiru J250 turned out to be a pleasant experience. Once we got the wave-off, I fed in power and the big six-cylinder Jabiru 3300 engine pulled us smartly forward. It was the beginning of an interesting and impressive flight behind the big Aussie engine. Rotation came quickly at 40 mph, and we were off. We immediately headed to South Lakeland Airpark, a grass strip conveniently located just three miles from the Sun 'n Fun grounds. Its 4,000-foot runway is a great place to practice takeoffs and landings, especially in airplanes you've never flown previously. If anything, I had a little trouble keeping the J250's speed down sufficiently. On landing approach, the procedures are: add a notch of flaps at 90 mph and drop to 80 mph on base leg; then you can add up to full flaps. Full flaps are needed for landing the J250. It preserves energy quite well, so you can fly your final approach at 70 mph and could slow down to 60 mph or less on short final, at least once you are familiar with the airplane. My problem was that I allowed the speed to creep up, except for my fourth and last landing, which was great. I also felt like I might run out of elevator range as I pulled the stick way aft, though I never did. Short field operations would take some practice. Maintaining the right speeds is essential; if you do so, short field operations are achievable. But as a superb cross-country flyer, J250 can cruise right at the maximum 120-knot LSA limit and is comfortable in that environment. Ease of Handling Describing the J250's ease of handling might best be done by relating a story from a photo shoot with EAA's photo plane; it says volumes about the J250's flight characteristics. When Ben Krotje and Nick were flying the J250, EAA's photographer told them to assume a 30-degree bank and just orbit; the photo plane would fly around them and shoot the desired views. A few minutes into this exercise, the two J250 pilots received another message: "Would you please put your hands on the joystick so it looks like you're actually flying." My own experience performing steep turns in the J250 suggests it will consistently hold bank with almost no input, assuming you first have trimmed it well. It exhibits straightforward handling characteristics, and this evaluation applies at max speeds or in slow flight. My steep turn trials, done at 45 to 50 degrees of bank for 720 degrees of turn, proved the J250 carves beautiful turns. I held altitude precisely with little input needed. I found the rudder would stick a little, requiring modest input to return the pedal to neutral. The J250 in which I flew was the first kit Jabiru USA assembled as an LSA and had not earned SLSA certification at the time I evaluated it. In approved S-LSA, the controls will have return springs to help re-center these controls. Next I wanted to check how well the Australian-designed engine and airplane would perform together. I felt it would be interesting to see how an integrated engine/aircraft would perform. I wasn't disappointed. This is one of the fastest LSA in the group. It will easily reach the maximum allowed (120 knots/138 mph) under the new regulations. The J250's best climb rate is 90 mph, which produces an indicated 1,200 fpm. This was measured at lower altitudes on a hot, humid day in central Florida. Slow flight was comfortable at 53-54 mph showing on the EFIS system, and maximum speeds ran well past the 120-knot/138-mph limit for LSA when the big Jabiru was left at 3150 rpm for a brief full-power evaluation. At maximum continuous power, the LSA criterion for speed, with power set at 2750 rpm, the J250 ran right at the maximum cruise of 120 knots. The Grand Rapids Technology Horizon I EFIS has a true airspeed box that we used for this determination. In the J250's newly revised Operations Manual, maximum continuous power (Vh) is capped at 2850 rpm, Pete said. (Vh is the engine manufacturer's official statement of maximum continuous power.) He reports that this power setting produces 120 knots of cruise if you are lightly loaded or 118 knots at full gross. Originally, the Vh power setting was 2750 rpm, but Jabiru Australia recently raised this figure to 2850. With the additional 100 rpm, Jabiru USA had to clip two inches off the prop, switching to a 49-inch from a 51-inch diameter. Yet thanks to improved carburetion, Pete said the Jabiru engines are flying at the higher power setting and using the same or less fuel. He said the 100-rpm bump raised the J250's climb rate while still keeping the speedy model within the LSA definition. And, yes, you can run the engine at the higher rpm for extended periods of time, Pete added, but above 2850 the engine starts to use more fuel, plus you are exceeding the manufacturer's recommendation. The economic controls are effective. Even 50 rpm more will burn as much as a gallon an hour more, and most pilots won't want to both bust the manufacturer's suggestion and pay that much more in fuel cost. However, if you do choose to pour fuel down the drain (and fly as a recreational pilot or higher), the Jabiru can run close to its Vne of 138 knots (159 mph). At its top speed, I found the J250 to be smooth and controllable. It was an experience that suggests cross-country flying in the J250 should be enjoyable and speedy|and also relatively free of surprises. All of Jabiru's aircraft have successfully completed the FAA's FAR Part 23 testing requirements, including a full spin matrix, complete static, dynamic, asymmetrical loadings, and load drop testing, Jabiru USA advertises. Another reliable indicator of a design is time in the field, and Jabiru claims 300 J250s are flying around the world. A Jabiru for You? The J250 blazes the LSA trail for Jabiru USA. It's also the price leader at $87,900. If you want the vacuum panel upgrade to the standard panel, add $4,600 for artificial horizon and directional gyro plus a transponder. An EFIS option in the form of the Grand Rapids Technology Horizon I plus GPS and transponder will run $8,600. A cloth interior with leather seats adds $650 or a more deluxe leather interior with leather seats adds $2,000. Go the deluxe route on everything, and you can hike your tab to almost $100,000. But for all its attributes, J250 is only one of three LSA choices Jabiru USA offers buyers. You can also choose from the new J170 or the proven Calypso. All will meet the definitions of the LSA regulation. The J170, expected on the market shortly after you read this, will use the Jabiru 2200 engine and be configured as a trainer. It sells for $74,900, a whopping $13,000 savings over the J250. Though, of course, the J250 uses the 3300 engine with the larger four-seater fuselage while the J170 uses the twoseat fuselage. The roomy and powerful J250 may not be your pick or fit in your budget. If you don't need the model's huge interior volume or the six-cylinder 3300 engine, the company has still another choice that will also save you cash. Jabiru USA plans to sell its popular kitbuilt Calypso as a ready-to-fly S-LSA for only $58,000. At that price with the 2200 engine and visual flight rules (VFR) instruments, Calypso represents quite a bargain for an all-composite airplane. So with the top-of-the-line J250 for $88,000, the J170 that may be useful for schools seeking a durable trainer for $75,000, or the Calypso for $58,000, Jabiru USA has a wide range of aircraft to offer. And all are essentially made in the USA. All three models are also available as kits in the experimental amateur-built category, offering another lower-cost option. Check out these aircraft on a Sport Pilot Tour or fly-in near you, and see what this interesting trio of aircraft has to offer.

Published in EAA Sport Pilot & Light Sport Aircraft Magazine

Seating	two, side-by-side, 44 inches
Empty weight	780 pounds
Gross weight	1,320 pounds
Wingspan	30 feet
Wing area	120 square feet
Wing loading	11 pounds/square foot
Useful Load	540 pounds
Length	21 feet, 5 inches
Payload (with full fuel)	324 pounds
Height	7 feet, 10 inches
Fuel Capacity	36 gallons
Baggage area	enormous ¹
Airworthiness	Certified SLSA
Notes:	¹ The J250 is based on the four-seat Jabiru J400 fuselage with no rear seats installed.
Standard engine	120 hp, Jabiru 3300
Power loading	11 pounds/hp
Max Speed	120 knots
Cruise speed	120 knots
Stall Speed	45 knots
Never exceed speed	138 knots
Rate of climb at gross	700 fpm ¹
Takeoff distance at gross	700 feet ¹
Landing distance at gross	640 feet
Range (powered)	840 nautical miles / 7.2 hours (w/o reserve)
Fuel Consumption	5.0 gph
Notes:	¹ Solo performance attributes are 1,200 fpm climb and a 325-foot takeoff roll.

What’s that airplane with the funny sounding name? The question arises when pilots, unfamiliar with the new brands introduced by the light-sport aircraft (LSA) category, try to comprehend the name Jabiru. “And this airplane company also makes its own engine?” This second question frequently follows the first. Jabiru USA’s Peter “Pete” Krotje and his staff must tire of the explanation. “It’s JAB-i-roo,” I heard Pete reply patiently one day at EAA AirVenture Oshkosh 2005. “And, yes, the company makes both the airframe and engine.” So begins the tale of this new airplane from the country down under famous for kangaroos and cowboys who speak English in a distinctly different way. Designed by Jabiru Australia of Bundaberg West, Australia, the J250 and J170 recently earned special light-sport aircraft (S-LSA) certification, which the Calypso hopes to do soon as well. It’s A Little Big Plane As you walk up to the J250, this modern, composite cruiser looks like a small airplane, yet entering the J250 is easy and, once inside, the cockpit is surprisingly roomy, especially given its enormous luggage area.

Triple Play by Jabiru USA; Calypso SP Certified

By Dan Johnson || September 28, 2006 Leave a Comment

Calypso SP has a gross weight rating of 1,100, well under the common LSA figure of 1,320 pounds. But it's so light (552 pounds) that it still has a useful load of 548 pounds and a full fuel payload of 446 pounds. The best news, though, may be the price: $63,900. Email for more info.

Pete and Ben Krotje and their team have done it again. They won an Special Light-Sport Aircraft airworthiness certificate for Calypso SP, their third and SLSA number 40 in the USA. Last November the Shelbyville, Tennessee company certified the roomy J-250 and flight school-oriented J-170. Pete said, "Calypso Sport is a Special-Light Sport certificated version of Jabiru's proven UL with wheel pants, six-inch wheels, winglets, and other upgrades." Calypso SP's lower ventral fin has been reduced in size and the flaps have been extended by 72 inches. This resulted in a LSA that stalls at 35 knots, demonstrates a very short takeoff, and has near-motorglider performance at a reported 18:1 with the engine at idle. Jabiru USA says Calypso SP can cruise at 100 knots on less than four gallons an hour but when operated around 70 knots sips a mere two gallons per hour. The SLSA airworthiness was awarded on September 8th. But like many LSA suppliers, Jabiru USA is so busy that getting a photo took a bit longer.

Pete and Ben Krotje and their team have done it again. They won an Special Light-Sport Aircraft airworthiness certificate for Calypso SP, their third and SLSA number 40 in the USA. Last November the Shelbyville, Tennessee company certified the roomy J-250 and flight school-oriented J-170. Pete said, “Calypso Sport is a Special-Light Sport certificated version of Jabiru’s proven UL with wheel pants, six-inch wheels, winglets, and other upgrades.” Calypso SP’s lower ventral fin has been reduced in size and the flaps have been extended by 72 inches. This resulted in a LSA that stalls at 35 knots, demonstrates a very short takeoff, and has near-motorglider performance at a reported 18:1 with the engine at idle. Jabiru USA says Calypso SP can cruise at 100 knots on less than four gallons an hour but when operated around 70 knots sips a mere two gallons per hour. The SLSA airworthiness was awarded on September 8th.

Jabiru Hits a Double with Twin Approvals

By Dan Johnson || June 10, 2006 Leave a Comment

The first approval of two airplanes in one stroke awarded the first SLSA certificates for an Australian design (other than the Jabiru engines already approved). You can read my report on J250 in the December 2005 EAA Sport Pilot.

And then we had 20...SLSA approvals, that is. Jabiru's Pete Krotje announced his company had received not one but two FAA airworthiness certificates for J250 and the new J170. The latter is aimed at the flight training market. Smaller than the J250 which has an enormous baggage area -- being based on the the four-seat J400 -- the J170 is based on the proven two-seat Jabiru, the Calypso. It will be powered with the company's four cylinder, 80-hp 2200 engine. Smaller, yes, but J170 still has a broad 45-inch cabin with plenty of headroom. The J170 is big in other ways, too, with a 562 pound useful load and a whopping 35 gallons of fuel (which may not all be used in training applications). Meanwhile J250 is your cross country cruiser with room for all your gear and able to cruise easily at SP/LSA's 120-knot speed limit.

And then we had 20…SLSA approvals, that is. Jabiru’s Pete Krotje announced his company had received not one but two FAA airworthiness certificates for J250 and the new J170. The latter is aimed at the flight training market. Smaller than the J250 which has an enormous baggage area — being based on the the four-seat J400 — the J170 is based on the proven two-seat Jabiru, the Calypso. It will be powered with the company’s four cylinder, 80-hp 2200 engine. Smaller, yes, but J170 still has a broad 45-inch cabin with plenty of headroom. The J170 is big in other ways, too, with a 562 pound useful load and a whopping 35 gallons of fuel (which may not all be used in training applications). Meanwhile J250 is your cross country cruiser with room for all your gear and able to cruise easily at SP/LSA’s 120-knot speed limit.