The J170 was developed with the flying schools in hotter climates in mind. It is the J160 with the longer wings of the J230 and a bigger elevator. The longer wings allow it to climb faster in the hot conditions. The longer wings also provide more float on landing which is helpful when learning to land. The dual controls and adjustable rudder pedals are continued in this model. The 100 knot TAS cruise speed is still easily achievable at 2850 rpm.
The J170 Designed to ASTM 2245 American Light Sport Aircraft Airworthiness Standard. and the Transport Canada Advanced Ultralight Standards. Other versions of the J170 are also available in several countries in Europe. Some are available as factory built arcraft.A high-winged, strut-braced monoplane with wing flaps, mass balanced elevator and in-flight adjustable trim. Cruise Speed @ 2850 rpm 100 knots (True Airspeed) Range (nil reserve) 1030 nautical miles at most efficient speed. 4 stroke JABIRU 2200 cc engine designed specifically for the Jabiru aircraft. All the engine management features of conventional GA light aircraft: Carburettor air heating, dual ignition systems. The engine uses a pressure compensating carburettor with automatic mixture control, giving simple single lever power control. 45 Knot stall speed without flaps at 600kg. Fully enclosed quiet cabin, seats 2 in comfort whether training or cruising. Ergonomically designed cockpit has side-by side seating, centre controls and panel mounted throttle, plus the option of adjustable rudder pedals. Hard-wearing cabin interior includes easily removed seat covers for simple cleaning. 2 large doors provide easy entry & egress. Low cowls and large windows provide excellent visibility. Tricycle undercarriage, steerable nose wheel and hand operated in line hydraulic disc brakes make ground handling simple. Large ailerons and winglets give excellent cross wind handling performance. All composite construction removes the corrosion problem. Wing and power loadings provide high performance and handling. Efficient high aspect ratio wing gives excellent lift combined with low drag. The wide wingspan gives great stability in turbulence and allows comfortable operations at high altitude or from short runways. Designed to need minimal, simple maintenance. Auxiliary electronic fuel pump for ease of starting.
The J170 has the same landing gear and wing as used on Jabiru’s 4 place aircraft at a much higher gross weight.
Jabiru aircraft use some common maintenance items sourced from the automotive industry helps keep costs to a minimum. Spark plugs, oil filters, distributor caps, and rotors are all readily available at auto parts stores at auto parts stores at auto parts prices. Oil changes require only 2.5 quarts if Aeroshell 100W.

Standard Equipment:
Jabiru 2200 85hp, Airspeed Indicator, Altimeter, VSI, Turn Coordinator, EIS 4000, Garmin SL-40, PM 1000, AK-450 ELT, Wheel Pants, Tinted Windshield, Sensenich W64ZK49, Painted White with Red Tips, Aluminum Spinner, Cabin Heat and Cloth Interior. All instrument panel prices include the required switches and circuit breakers, electric flap switch and indicator, left and right led fuel gauges, music input, ELT remote indicator, and 1 auxiliary power port. The Jabiru J170-SP is proudly manufactured in the USA. The design is Australian- certified and both the design and manufacturing are in full compliance with the FAA-approved ASTM consensus standards for design, manufacture, quality assurance, and continuing airworthiness. It has been designed to meet the US Sports Plane category and the Transport Canada Advanced Ultralight Standards.

The J170 LSA Kit base price in 2010 was A$35,400.00.

The J170-C had received a handling upgrade in January 2011 which had been well received by customers and we wanted to take the aircraft a step further and early 2013 the J170 model came in for attention to improve its handling and usability. The basic idea was to move the engine forward which has the effect of moving the empty CG of the whole aircraft forward. In a J170 the entire payload (crew, fuel and baggage) all are positioned aft of the CG, so by moving the empty CG forward the aircraft is, in theory, able to carry more payload without running into CG issues.

With the longer engine mount, the engine now had too much leverage on the airframe so that at low speed and high power the aircraft wanted to follow the engine around to the left. The directional stability also suffered a bit as Dutch Roll returned and in some of the more unusual and extreme spin conditions the aircraft didn’t recover as it should have. The engine needed a new engine mount, cowlings, exhaust, ram-air ducts and throttle cable. New-shape ailerons worked better at low speed and a new-shape fin and rudder improved the directional stability. They were able to change back to the old (small) ventral fin under the tail – though the aft CG limit of the aircraft did move forwards slightly. A change in the angle of attack of the horizontal tail improved the elevator performance.

The testing on the J170 totalled over 40 flight hours and around 250 individual spins – all carried out by independent test pilot Keith Engelsman. Structural testing also required the application of about 16 different load cases on the fin and horizontal tail. Because of all the changes compared to the earlier J170-C, the finished aircraft is the J170-D. The finished aircraft flies similarly to a J170-C – directional stability is quite good and does not need too much pilot input. Banking turns without using the rudder result in the balance ball coming out of centre by about half a ball – which is about the same as the larger J230. Dutch Roll – which is the tendency of the aircraft to draw a “∞“ shape on the horizon with its nose – is also much improved over the original prototype. Again it’s now similar to the J230 which is a pretty “solid” handling aircraft.

The new engine mount uses more engine thrust offset than the previous version which has made the aircraft neutral with different power settings – on take off just a tiny amount of right rudder is required to keep the aircraft straight while on landing (low power) a small amount of left rudder is needed. Similarly the new angle of the horizontal tail makes the aircraft easier to trim.

The J230-SP (120 hp) and J170-SP (80 hp) 2012 base prices: US$129,000 (J230-SP); US$114,900 (J170-P).

J170
Engine: Jabiru 2200 85 hp
Propeller: 2 Blade Fixed Pitch Wooden/Composite
60” Diam x 42 pitch
Height: 7’6” / 230cm
Length: 18’2″
Cabin Width: 44″
Wing Span: 31’7″
Wing Area: 100 sq ft
Empty Weight: 638 lbs
Gross Weight: 1200 lbs
Useable Load: 562 lbs
Wing Loading – Gross: 11.8 lbs/sq.ft
Flight Load Factor: +3.8 -2 G
Structure Tested to: +7.0 -3.6
Vne (never exceed speed): 144 mph / 125 kts
Va (max maneuver speed): 121 mph / 105 kts
Cruise speed @ 75% power: 115 mph/ 100kts
Max straight and level speed: 132 mph / 115kts
Vso (full flap) at Gross Weight: 44 mph / 38 kts
Vs (clean) at Gross Weight: 52 mph / 45 kts
Climb Rate (sea level @ gross): 700 ft/min
Service Ceiling: 15,000ft / 4572m
Take off Distance Ground Roll: 459 ft / 140 m
Landing Distance Ground Roll: 492 ft / 150m
Glide Ratio (engine idle): 12:1
Crosswind Component: 14 mph / 16kts
Fuel Capacity: 35 gal / 133.9 lt
Range: 1185 sm / 1030 nm / 1907 km
Endurance: 10.3 hours no reserve
Fuel Consumption at Cruise: 3.43 gal/h / 13 lts/hr
Seats: 2

J170C
Stall: 45 kt / 52 mph / 83 kmh
Cruise: 100 kt / 115 mph / 185 kmh
VNE: 132 kt / 152 mph / 244 kmh
Empty Weight: 310 kg / 683 lbs
MTOW Weight: 600 kg / 1323 lbs
Climb Ratio: 500 ft/min / 3 m/s
Glide Ratio: 10:1
Take-off distance (50ft obstacle): 650 ft / 198 m
Landing distance (50ft obstacle): 546 ft / 166 m

J170 LSA
Engine:
Jabiru 2200 85 hp
Propeller:
2 Blade Fixed Pitch Wooden/Composite
60″ Diam x 42 pitch
Height: 7’6″ / 230cm
Length: 18’2″
Cabin Width: 44″
Wing Span: 31’7″
Wing Area: 100 sq ft
Empty Weight: 638 lbs
Gross Weight: 1200 lbs
Useable Load: 562 lbs
Wing Loading – Gross: 11.8 lbs/sq.ft
Flight Load Factor: +3.8 -2 G
Structure Tested to: +7.0 -3.6
Vne (never exceed speed): 144 mph / 125 kts
Va (max maneuver speed): 121 mph / 105 kts
Cruise speed @ 75% power: 115 mph/ 100kts
Max straight and level speed: 132 mph / 115kts
Vso (full flap) at Gross Weight: 44 mph / 38 kts
Vs (clean) at Gross Weight: 52 mph / 45 kts
Climb Rate (sea level @ gross): 700 ft/min
Service Ceiling: 15,000ft / 4572m
Take off Distance Ground Roll: 459 ft / 140 m
Landing Distance Ground Roll: 492 ft / 150m
Glide Ratio (engine idle): 12:1
Crosswind Component: 14 mph / 16kts
Fuel Capacity: 35 gal / 133.9 L
Range: 1185 sm / 1030 nm / 1907 km
Endurance: 10.3 hours no reserve
Fuel Consumption at Cruise: 3.43 gal/h / 13 lts/h
2010 Kit Price: A$35,400
2010 Kit Price w/Engine: A$49,300
LSA: Yes

The J-160 Experimental Aircraft has been designed to JAR –VLA European Airworthiness Standard. A high-winged, strut-braced monoplane with wing flaps, mass balanced elevator and in-flight adjustable trim. A fully enclosed, ergonomically designed cabin with 2 doors provides ease of entry and low noise levels. Seating is side-by side fixed with centre controls and panel mounted throttles. Ideal for training or recreation.
A tricycle undercarriage has a steerable nosewheel and hand operated in line hydraulic disc brakes.
All composite construction removes the corrosion problem. Designed for minimum maintenance, the upper and lower cowls easily removed.
An auxiliary electronic fuel pump is fitted for ease of starting and added security in flight. All the engine management features of conventional GA light aircraft: Carburettor Air Heat, Dual Ignition, Pressure Compensating Carburettor – no mixture control .
Jabiru fixed pitch wooden propeller with composite cover and urethane leading edge
Avionics include VHF Transceiver, PM501 Intercom and headsets Transponder Altitude Encoder optional. The Jabiru features a steerable nose wheel, electrically operated flaps, cast aluminium 500 x 6 wheels and 6 ply tyres with spats, a fully upholstered cockpit, cabin heater, 135 litre fuel tanks (wing tanks & header tanks), and adjustable foot pedals to cater for pilots who have difficulties reaching the pedals.

The Jabiru J160-C aircraft was been developed as a new trainer aircraft that is bigger all round. It has a wider cockpit higher cabin and more leg room. Jabiru has an Australian Type Certificate in the primary category for the J160 as well as a production certificate. Conventional configuration Designed to JAR/VLA European Airworthiness Standard High-winged, strut-braced monoplane with wing flaps, mass balanced elevator and in-flight adjustable trim. Cruise Speed @ 3050 rpm 100 knots Range (nil reserve) – 1030 nautical miles 4 stroke JABIRU 2200 cc engine designed specifically for the Jabiru aircraft. Stall speed with flaps at Gross Weight 45 KIAS Fully enclosed, ergonomically designed cabin with 2 doors providing ease of entry and low noise levels. Side-by side fixed seating with centre controls and panel mounted throttles. Ideal for training or recreation. Tricycle undercarriage with steerable nosewheel and hand operated in line hydraulic disc brakes makes ground handling a breeze. All composite construction removes the corrosion problem. Wing and power loadings provide high performance and handling, particularly in turbulence. Comfortable seating with easily removed covers. Designed for minimum maintenance. Upper and lower cowls easily removed. Auxiliary electronic fuel pump for ease of starting and added security in flight. All the engine management features of conventional GA light aircraft: Carburettor Air Heat, Dual Ignition, Pressure Compensating Carburettor ? no mixture control ! Jabiru fixed pitch wooden propeller with composite cover and urethane leading edge Avionics include VHF Transceiver, PM501 Intercom and headsets Transponder Altitude Encoder optional.

J-160 Experimental
Engine: Jabiru 2200 85 hp
Propeller: 2 Blade Fixed Pitch Wooden/Composite
60” dia x 44” pitch
Height: 7′ 6.5″
Length: 19′
Cabin width: 43″
Wing Span: 26.6′
Wing Chord: 39″
Wing Area: 86.6 sq.ft
Empty Weight: 605 lbs (275 kg)
Gross Weight (MTOW): 1200 lbs (544 kg)
Useable Load: 591 lbs (269kg)
Wing Loading Gross: 13.7 lbs/sq.ft
Power Loading Gross: 14.12 lbs/hp
Flight Load Factor: +3.8 -2.0 G
Structure Tested: +7.0 -3.6 G
Fuel Capacity: 35.5 gal / 135 lt
Vne (never exceed): 152 mph – 132 kts
Va (Max.Manoeuvre): 120 mph – 105 kts
Cruise at 75% power: 115 mph – 100 kts
Max. Straight & Level: 132 mph – 115 kts
Vso (full flap) at Gross Weight: 52 mph – 45 kts
Vs1(clean) at Gross Weight: 56 mph – 49 kts
Clim rate (at sea level) Gross: 500 ft/min
Service Ceiling: 15,000 ft
Take Off Distance Groundroll: 650 ft – 200m
Landing Distance Groundroll: 546 ft – 168m
Glide Ratio (engine idle): 10:1
Crosswind Component: 16mph – 14 kts

Fuel Consumption at Cruise: 3.5 gph – 13 lts/hr
Range: 1185 sm – 1030 nm
Endurance (no reserve): 10.3 hrs
LSA: No
2010 Kit Price: A$34,400
2010 Kit Price w/Engine: A$48,300

J160C
Stall: 45 kt / 52 mph / 83 kmh
Cruise: 100 kt / 115 mph / 185 kmh
VNE: 132 kt / 152 mph / 244 kmh
Empty Weight: 295 kg / 650 lbs
MTOW Weight: 540 kg / 1190 lbs
Climb Ratio: 500 ft/min / 3 m/s
Glide Ratio: 10:1
Take-off distance (50ft obstacle): 650 ft / 198 m
Landing distance (50ft obstacle): 546 ft / 166 m

Designed, calculated and tested according to Czech UL-2 and American f2245 LSA standards, the ZJ has four versions: Mono wheel, Tri wheel, Part 103 ultralight, and Light Sport Aircraft (LSA).

A simple, one piece, all composite fuselage, engine, wings, wheels and tail surfaces, results in low maintenance and price. Wing construction consists of glass fiber leading edge and composite ribs covered with Ceconite.
The horizontal tail, rudder and ailerons have an aluminum structure.
The wings and horizontal tail are easily detachable for transport and storage.
The ZJ came completely assembled and ready to fly. 2009 Price: 19900 EURO

Stall: 24 kt / 27 mph / 44 kmh
Cruise: 59 kt / 68 mph / 110 kmh
VNE: 70 kt / 81 mph / 130 kmh
Empty Weight: 35 kg / 77 lbs
MTOW Weight: 90 kg / 198 lbs
Climb Ratio: 700 ft/min / 3.5 m/s