Some of our Awards


The Royal Aeronautical Society Australian Division Lawrence Hargrave Award to Rodney Stiff


August Raspert Award presented Oshkosh 2009 to Rodney Stiff


Recreational Aviation Pioneer 2008 presented to Rodney Stiff


Order of Australia Medal (OAM) Presentation to Rodney Stiff 2006





Development of the Jabiru J170-D

Earlier this year our J170 model came in for some attention to improve its handling and usability. 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. 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.

Easily said, but as it turned out this simple idea caused a raft of technical 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 - no matter what the aileron and rudder said. The directional stability also suffered a bit as Dutch Roll made an unwelcome return. Finally, moving the engine had increased the inertia of the airframe enough that in some of the more unusual and extreme spin conditions the aircraft didn't recover as it should have. A few months of work later, the final list of changes is a long one: To cater for the engine move we needed a new engine mount, cowlings, exhaust, ram-air ducts and throttle cable. We fitted new-shape ailerons which worked better at low speed and to improve the directional stability we fitted a new-shape fin and rudder. These actually work so much better that we 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. we also changed the angle of attack of the horizontal tail to improve the elevator performance.

All in all the testing on the J170 in the last 12 months or so has totalled up to over 40 flight hours and something like 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 we called the finished aircraft 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 quite 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. This is a real plus in a go-around situation where the pilot needs to go from very low to full power quickly and at low speed - previously when the power was applied the torque reaction tried to drag the aircraft off to the left but now it stays straight with much smaller inputs. Instructors and students particularly will appreciate this feature.

Similarly the new angle of the horizontal tail makes the aircraft easier to trim - on a recent cross-country flight in a J170-D we found that the amount needed to move the trim lever between different modes of flight climb, cruise, descent - was very small. The aircraft was sensitive to trim and just needed a touch here and there to cope with major changes in power or angle. So in the end the bright idea turned out to be a bigger job then we expected - but the end result is worth it in an aircraft which is significantly improved in many areas and should make an excellent trainer for years to come.

Back to the Nest Servicing

Book in your aircraft or engine with the Engine Service Department on +61 (0)7 4155 2811.

2200 Engine

Top End Overhaul            from $4,200
Full Overhaul                     from $6,200

3300 Engine

Top End Overhaul            from $5,800
Full Overhaul                     from $8,800

Engine and airframe 100 hrly       from $950
Hourly rate $99.00 incl GST

Please complete this form and send with the engine for return to Jabiru.

Other Options

Shockwatch Indicators

DSCN04055g Re-Settable Indicators - We've now added these indicators to our product range - they're a simple magnetic gizmo which give an indication if the aircraft exceeds 5g. We've had them in our factory demonstrators for a while now and they have been a handy maintenance aid - if the red dot is showing we know somone has had a landing which was more of an "arrival" and the plane has had a good thump. If we spot it's been tripped , at service we give the undercarriage a particularly thorough going-over. We've also taken to recording whenever they get tripped in the maintanance log so that we can see how often it's happened over the life of the plane and judge if any parts need to be replaced as a pre-emptive measure.

They're a good toy for any owner and a particularly useful tool for schools, maintainers and owners of aircraft in cross hire. The one on top in the photo is "set" while the one underneath, with the red dot visible has been tripped. The little tool shown off to the right is so that you can reset the indicator and go again.

Confor Foam

conforAvailable size:  400mm x 470mm x 30 mm

Confor Foam has been recognised as the best seat cushion available for comfort and impact safety since the Apollo Space Program. It is an open cell, elastomeric, slow memory, urethane foam, that breathes and wicks away body moisture. Because of its unique ability to absorb shock, it provides an impact safety factor that has no equal. Also there are no pressure points after two or three hours of sitting in one position. It is excellent for use in aircraft seats. Confor Foam becomes very firm in cold temperatures; however body heat will cause it to regain its optimum comfort. It should always be used with an absorbent breathable cover such as cotton, wool, breathable leather or polyester.

Confor Foam meets FAR 25.853, FAR 25.855 and Cal 117 burn specifications.

Density is firm = CF47 (Green)



Owen Zupp wave goodbye


An experienced commercial airline pilot, his writings have featured in magazines around the world, while his first book, ‘Down to Earth’ was published in 2007. Now his best-selling '50 Tales of Flight' is setting a new benchmark followed up with Solo Flight which is his great adventure in a Jabiru J230.

Hinkler Hall of Aviation Bundaberg | Bert Hinkler

Hinkler House Memorial Museum & Research Association is dedicated to honoring and promoting the memory of Australian aviation pioneer, Herbert John Louis (Bert) Hinkler, AFC. DSM.


Whether you are wanting to insure a light Jabiru Aircraft or a Jumbo Jet, the team of specialist aviation insurance brokers at Bill Owen Insurance Brokers are there to assist. With a widespread - Australia wide client base, four dedicated aviation brokers, two pilots and a number of reputable insurers to access, they’ve got you covered. From private owners right through to flying schools the team of aviation brokers can tailor a solution to your exact requirements.
Phone 07 4052 1000


Welcome to the Loxton Aero Club website. A friendly, sociable group of recreational pilots that will make you feel welcome.
Published by RA-Aus for its members, and for those interested in flying in a friendly environment — just for the sheer fun of it — or in building or buying their own aircraft, or maybe just interested in learning a little about grass-roots aviation.