Anthony Gray

Great, thanks, I think Jabirus are great and I am still getting one, just trying to wade through the mass of negativity on the internet and trying to get some facts from owners and users.

Just interested to see what TBO times Jabiru 3300 users are getting on their engines, do they make it to 2000 for overhaul, do they make it to 1000 for top end overhaul?

Get up early, do all your flying in the cooler hours, than make sure your at the pub by 11!

You can buy a 2000-2001 year C182 with approx 1000 hours for $150k US, you can get a 2005ish C172 for sub $130k. A 2000 C172 can be had for under $100k, very good value at the moment.

Get up early, do all your flying in the cooler hours, than make sure your at the pub by 11!

Adelaide in Summer can be damn hot, and as you know if you read the POH that I linked to last there is an max temp to operate in being 38deg. That temp is not at all uncommon in Adl in summer and its often the case that when its at or about that temp that there tends to be an inversion layer. The point to this rambling is that for ADL at least 38 often translates to 36 on the ground if you need to climb above the inversion layer. You have 2 choices keep down low and get your a$$ kicked by turbulence or climb through the hot layer hoping that the turbs will be less as you climb and that the excersions into the red zone on the temp gauge is temporary and short in duration...38 is, for SA a bit low, not sure what impact if any NT would have...

 

Andy

I have a J430 and am part of a touring group which has two other 230/430 models and we have been to NT twice already as well as outback South Australia twice. (Plus a number of trips to other states and places) We have been there just after the wet while green and cool and also later in the year when hotter and smoky to almost IMC conditions.What do I reckon?

The Jabs have performed as well or better than our other Piper Cherokees, Cessna 206 (on floats) and Cessna 177 that are part of the group. Better than several other aircraft of completely different types so not a fair comparison. Incidentally we have had no engine problems with the Jabs but several with the other aircraft.

 

We mostly travel with two pilots per aircraft and all our gear and with full fuel are usually below max weight (two of ours are experimental class so are certified to 700 kgs) while the other (exactly the same airframe ) RAAus registered is supposed to stay below 600kg but ..... (where's the sense in that but go figure! )

 

Anyway my feeling about the J400 series (never flown a J170 so can't advise on that.)

 

In the bush the Jab is brilliant. At DAs of over 5000ft I still take off full weight in about 300 m. (Wheels off) DAs of 0 ft - less than 200 m.

 

Landing rolls do depend on hitting the threshold right but are less than 200m. Beware that if it's hot you do have to come in a bit faster and if you don't get it right she will want to float.

 

Fuel efficiency is great - 25l at 2900 rpm . I agree with several posts - you gotta run it harder not softer. The engine CHTs and EGTs runs hotter if you back off the rpms. Run it hot for a short while if you got fuel issues by all means but don't do it as a matter of course or your engine may suffer in the long run.

 

The bad news.

 

I find the Jab is not a good aircraft in turbulence. The wing loading is so low that it bounces around more than a heavy beast (like the Piper Warrior, that I learned my fixed wing in.) It becomes quite bouncy and you need to be thinking about your track for turbulence off hills, over hot bare ground etc. I tend be a fair weather flier and hate turbulence so part of that will effect my outlook but overall if I were going to be flying in rough weather a lot I would choose a different aircraft. But if your flying is going to be in mostly good weather then the Jab 2/400 series can't be beat.

 

Don't know about NVFR. Mine is only day registered and I made a point of not kitting it out for NVFR so I am not ever tempted to fly late.

 

In return for this info I wonder if I can pick your brains about a particular strip in NT? We are going back in June next year for a week. Looking at landing at Wauchope near the Devils MArbles. Any familiarity with that strip? Is it any good? ANy hints. I spoke with the pub people who said it is fine, but none were pilots (and I've been given bum info before by people who want you to come and spend money with them :-( )

 

cheers

 

John Martin

 

http://www.jabiru430.com

Thanks for the info guys, I still think a Jabiru is the right one for me, have worked and lived all over remote NT mainly the top end for a long time, flying will certainly be safer than driving and many pilots have come to an end in much more expensive and bigger aircraft, putting a plane down and camping for a few days, it would be a holiday anyway LOL. The work that I will be able to get done with a Jabiru added to my business will be huge, not to mention the value for money my customers will get who currently would pay $550 an hour for a C210 just to get me and gear around.

No they are not anthony, but you get what you pay for. They are cheap to buy and cheap to repair. if I was flying in the centre I would use a "certified" engine. it'sa lonely place out there and if you don't do the right thing you will not last 2 days on your own. if you have to put it down.Nev

Theres often 430's for sale on the Jabiru website http://www.jabiru.net.au/ - under "For sale"You as second owner loose all maintenance privaleges but only make them the same as normal GA AC. An issue I see is getting composite inspection done. LAME with this Qual are a bit hard to find. Anyone have experience with this?

As discussed dont run engine under 2800rpm, get full EGT and CHT monitoring and it should be fine.

 

J430 is a nice aircraft, dont ignore a good J400 either, few upgrades and should be as good, shorter wing might be a bit better in rough conditions? Often come with solid lifter engines too.

OK, didn't know about that, I guess it will have to be a second hand 430 for me.

I reckon you'll like the extra speed and power of the 6 cyl if doing some distance regularly.How about a used RV with a Lycoming or something like that?

NVFR wont keep u alive with Top End Wx!!

Thanks, the 430 would be the best but I have no time to build one at the moment and with the costs of the second hand ones around I am thinking Im better of just getting the new GA 230D or maybe the GA 170D which appears to have a 290kg useable load which would mean full fuel and luggage with 2 POB.

But would the 170D still cut it in the turbulence and weather? or would I really need to go with at least the 230 to be more comfortable? Would love a C182 but too old, expensive and low tech.

Yeh with GA registration. But two passengers 170kg combined only 60kg left for fuel or 83lts is about 3.5hrs plus 45min reserve. This may not cut it for some trips. Unless of course it can run on opal or 91 RON with a octane booster additive??????

Thanks for that Tomo, the baggage room is certainly impressive, however with 2 people and some long distances without avgas available may present weight problems with the J230D if you were to stay within the law. Wouldn't be able to fit much baggage in if any at all.

Hi, I am a CPL with mainly 172RG time but am wanting to buy a J230D, J430 or J170D for business use throughout remote NT. The J230D NVFR is my preferred at the moment but the range, useable load and price of the J170 is very enticing. How do you think I would go in a J170D in the top end weather? or do you think not much difference with the J230 and J170 in turbulence. Thanks.