J 120 POH - Rev2

Jabiru Aircraft
Model: J120-C
PILOT'S OPERATING HANDBOOK
JP-FM-10
Revision 2
28th October 2014
Airplane Registration Number:
Airplane Serial Number:
THIS DOCUMENT MUST BE CARRIED IN THE AIRCRAFT AT ALL TIMES
THIS AIRCRAFT MUST BE OPERATED IN ACCORDANCE WITH THE APPROVED

DATA AND LIMITATIONS CONTAINED IN THIS MANUAL AT ALL TIMES.
ANY PERSON FINDING THIS MANUAL IS REQUESTED TO RETURN IT TO JABIRU

AIRCRAFT
Jabiru Aircraft Pilot’s Operating Handbook
Model J120-C
Record of Manual Revisions

This manual is revised as a complete document. All pages must display the same revision
number.
Revision Notes:
0 Initial Issue
1 Layout revised as per ASTM F2746-12
2 Omissions and Errors corrected
Minimum Take-off Oil temp corrected to be 40oC (104oF)
JP-FM-10 Revision: 0 1 2 28 Oct 2014 Page 2 of 72

Model J120-C
TABLE OF CONTENTS
0. INTRODUCTION ........................................................................................................... 0-5

0.1 PILOT’S OPERATING HANDBOOK ........................................................................ 0-5
0.2 SUPPORTING DOCUMENTATION ........................................................................ 0-5
0.3 MANUFACTURER DETAILS .................................................................................. 0-6
0.4 STANDARDS LIST ................................................................................................. 0-6
0.5 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY ............................................. 0-7
0.6 USE OF METRIC/IMPERIAL UNITS...................................................................... 0-11
0.7 WARNINGS, CAUTIONS & NOTES ...................................................................... 0-11
1. GENERAL INFORMATION ......................................................................................... 1-12
1.1 LIGHT SPORT AIRCRAFT NOTIFICATION .......................................................... 1-12
1.2 ABOUT THE JABIRU J120-C ................................................................................ 1-13
1.3 OWNER/OPERATOR RESPONSIBILITES ........................................................... 1-14
1.4 J120-C PERFORMANCE AND SPECIFICATION SUMMARY ............................... 1-14
2. LIMITATIONS .............................................................................................................. 2-15
2.1 AIRSPEED LIMITATIONS ..................................................................................... 2-15
2.2 AIRCRAFT SERVICE CEILING ............................................................................. 2-15
2.3 LIMIT LOAD FACTORS ........................................................................................ 2-16
2.4 FLIGHT OPERATION LIMITATIONS..................................................................... 2-16
2.5 FUEL .................................................................................................................... 2-16
2.6 POWER PLANT LIMITATIONS ............................................................................. 2-16
2.7 CROSS WIND....................................................................................................... 2-17
2.8 OTHER CLIMATIC RESTRICTIONS ..................................................................... 2-17
2.9 KINDS OF OPERATION ....................................................................................... 2-17
2.10 POWER GENERATION SYSTEM LIMITATIONS .................................................. 2-17
2.11 OTHER LIMITATIONS .......................................................................................... 2-17
3. EMERGENCY PROCEDURES .................................................................................... 3-18
3.1 GENERAL............................................................................................................. 3-18
3.2 AIRSPEEDS FOR EMERGENCY OPERATIONS .................................................. 3-18
3.3 CARBURETTOR ICING ........................................................................................ 3-19
3.4 EMERGENCY PROCEDURES CHECK LISTS...................................................... 3-20
4. NORMAL PROCEDURES ........................................................................................... 4-28
4.1 GENERAL............................................................................................................. 4-28
4.2 SPEEDS FOR NORMAL OPERATION.................................................................. 4-28
4.3 PREFLIGHT INSPECTION ................................................................................... 4-29
4.4 NORMAL PROCEDURES CHECK LISTS ............................................................. 4-32
4.5 ADVANCED PROCEDURES ........................................................................................ 4-35
5. PERFORMANCE ......................................................................................................... 5-41
5.1 TAKE OFF AND LANDING DISTANCES ............................................................... 5-41
5.2 RATE OF CLIMB ................................................................................................... 5-41
5.3 CRUISE SPEEDS / RPM / FUEL CONSUMPTION ................................................ 5-41
5.4 AIRSPEED INDICATOR SYSTEM CALIBRATION............................................................. 5-42
6. WEIGHT AND BALANCE INFORMATION .................................................................. 6-43
6.1 CENTRE OF GRAVITY LIMITS ............................................................................. 6-43
6.2 MINIMUM EQUIPMENT LIST ................................................................................ 6-44

Model J120-C
7. DESCRIPTION OF AIRPLANE AND SYSTEMS.......................................................... 7-52

7.1 GENERAL ............................................................................................................. 7-52
7.2 AIRFRAME............................................................................................................ 7-53
7.3 FLIGHT CONTROLS ............................................................................................. 7-53
7.4 INSTRUMENT PANEL .......................................................................................... 7-53
7.5 FLIGHT INSTRUMENTS ....................................................................................... 7-54
7.6 ENGINE .................................................................................................................. 7-55
7.7 PROPELLER ............................................................................................................ 7-55
7.8 FUEL ...................................................................................................................... 7-56
7.9 ENGINE OIL ............................................................................................................ 7-56
7.10 PLACARDS .............................................................................................................. 7-56
8. HANDLING AND SERVICING ..................................................................................... 8-62
8.1 INTRODUCTION ................................................................................................... 8-62
8.2 GROUND HANDLING – TAXIING.......................................................................... 8-62
8.3 TOWING INSTRUCTIONS .................................................................................... 8-63
8.4 SECURING THE AIRCRAFT ........................................................................................ 8-63
8.5 SERVICING .......................................................................................................... 8-64
8.6 APPROVED FUEL GRADES & SPECIFICATIONS................................................ 8-66
8.7 APPROVED OIL GRADES & SPECIFICATIONS ................................................... 8-67
8.8 BRAKES ............................................................................................................... 8-68
8.9 CLEANING & CARE .............................................................................................. 8-68
9. SUPPLEMENTS .......................................................................................................... 9-70
9.1 FLIGHT TRAINING SUPPLMENT ......................................................................... 9-70
9.2 INFORMATION FOR THE OWNER ....................................................................... 9-70
9.3 SUPPLEMENTS.................................................................................................... 9-72
9.4 LOG OF SUPPLEMENTS – JABIRU AIRCRAFT SUPPLEMENTS ........................ 9-72

Model J120-C
0. INTRODUCTION
0.1 PILOT’S OPERATING HANDBOOK
The POH handbook consists of the following:
Basic POH
The basic POH provides all the information, procedures and limitations required to operate the
aircraft as a Light Sport Aircraft. This basic POH is applicable to all Jabiru J120-C Aircraft.
The operating procedures presented herein are the result of Jabiru Aircraft’s knowledge and
experience gained up to the date of issue of this handbook. The handbook may be used for
operational purposes only if kept in a fully amended state. It contains all the information
considered necessary to safely operate the aircraft.
The operator must be thoroughly familiar with the aircraft and the contents of this handbook
before initial operation. Thereafter the handbook should be reviewed periodically to enable the
operator to maintain the highest level of familiarity with the aircraft, its controls and recommended
operating procedures.
This POH also includes the information required of the Flight Training Supplement: there is no
separate FTS for the J120-C.
Supplements
Self contained supplements are provided in Section 9 of the POH to provide details and
procedures associated with the fitment of specified optional and special purpose equipment.
Supplements are specific to the particular aircraft S/No. displayed on their title page.
Amendments
This manual is revised as a complete document. When a new issue of the manual becomes
available operators must transfer the aircraft-specific data (such as aircraft weight and balance
information and supplements) to the new manual. The old manual must not be used for further
operation of the aircraft.
Operators must then familiarise themselves with the new revision of the manual. Those sections
of the manual which have been revised are shown with a vertical line in the right margin.
0.2 SUPPORTING DOCUMENTATION

The following manuals are required for correct operation & maintenance of the Jabiru J120-C.
The current revisions are available free of charge from the Jabiru Aircraft website
www.jabiru.net.au :
- Pilot’s Operating Handbook
- Aircraft Technical Manual (incorporating Propeller Maintenance Manual)
- Engine Maintenance Manual
- Engine Overhaul Manual
In addition, the operator and maintainer must be aware of all current supplemental service
information issued by Jabiru Aircraft – again, the latest revisions are available from the Jabiru
Aircraft website. These documents include:
- Service Bulletins
- LSA Safety Directives
- Service Letters

Model J120-C
Finally, operators and maintainers must be aware of any requirements issued by Airworthiness
Authorities and available from their respective web sites:
- Airworthiness Directives issued by the Civil Aviation Safety Authority
- Recreational Airworthiness Notice issued by Recreational Aviation Australia
0.3 MANUFACTURER DETAILS
Jabiru Aircraft P/L

PO Box 5186
Bundaberg West,
QLD 4670
Phone: 07 4155 1778
Fax: 07 4155 2669
Email: info@jabiru.net.au
Street Address:
Jabiru Aircraft
Airport Drive, Hinkler Airport
Bundaberg
QLD 4670
0.4 STANDARDS LIST

Design & Performance The Jabiru J120-C has been designed to comply with the
requirements of ASTM F2245-13b.
Quality Assurance The Jabiru J120-C has been constructed under a Quality System
meeting the requirements of ASTM F2279-10
Continued Airworthiness The continued airworthiness of the J120-C is monitored by Jabiru

Aircraft P/L in accordance with the requirements of ASTM F2295-
10
POH This POH has been prepared to comply with the requirements of
ASTM F2746-12

Model J120-C
0.5 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

A Ampere
AGL Above Ground Level
AMSL Above Mean Sea Level
AVGAS Aviation Gasoline
BHP Brake Horse Power
CASA Civil Aviation Safety Authority (Australia)
CAO Civil Aviation Order (Australia)
CAR Civil Aviation Regulation (Australia)
°C Degrees Celsius
CHT Cylinder Head Temperature
cm Centimetre, centimetres
DC Direct Current
FAA Federal Aviation Administration (USA)
°F Degrees Fahrenheit
FAR Federal Aviation Regulation (USA)
FTS Flight Training Supplement
ft Foot, feet
ft/min Feet per minute
g Acceleration due to gravity
Gal Gallon
hPa Hectopascal, hectopascals
HF High Frequency
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules
IMC Instrument Meteorological Conditions
in Inch, inches
in Hg Inches of mercury
in lbs Inch pounds
ISA International Standard Atmosphere
kg Kilogram
kg/l Kilogram per litre
kHz Kilohertz
kts, K Knots
kPa Kilopascals
kW Kilowatt, kilowatts
l Litre, litres
lb Pound, pounds
LH Left hand
LHS Left hand side
m Metre

Model J120-C
m2 Square metre
m3 Cubic metre
mA Milli ampere
MAC Mean Aerodynamic Chord
max Maximum
MHz Megahertz
mm Millimetre
min Minimum or minute
MOGAS Automotive Fuel
nm Nautical mile, nautical miles
OAT Outside Air Temperature
PAX Passenger
POH Pilots Operating Handbook
PROP Propeller
psi Pounds per square inch
QTY Quantity
qts Quarts
RH Right Hand
RHS Right Hand Side
RON Fuel Octane Rating Scale (Research Octane Number)
RPM Revolutions per minute
SAE Society of Automotive Engineers
sec Seconds
SQ Square
STBY Standby
TBO Time between overhauls
T/O Take Off
U/S Unserviceable
USG US Gallon
US Gal US Gallon
V Volts
VFR Visual Flight Rules
VHF Very High Frequency
VMC Visual Meteorological Conditions
General Airspeed Terminology and Symbols
 CAS Calibrated Airspeed: the indicated speed of an aircraft corrected for position
and instrument error. Calibrated airspeed is equal to true airspeed in
standard atmosphere at sea level.
 KCAS: Calibrated Airspeed expressed in knots.

Model J120-C
 IAS Indicated Airspeed: the speed of an aircraft as shown on the airspeed

indicator. IAS values in this manual assume zero instrument error.
 KIAS Indicated Airspeed expressed in knots.
 TAS True Air Speed: the airspeed of an aircraft relative to the undisturbed air
through which it passes.
 T.O.S.S Take-Off Safety Speed: the airspeed chosen to ensure that adequate control
will exist under all conditions, including turbulence and sudden and complete
engine failure during the climb after take-off. It is the speed required at 50
feet.
 VA Manoeuvring Speed: the maximum speed at which application of full

available aerodynamic control will not damage or overstress the aircraft.
 VFE Maximum Flap Extended Speed: the highest speed permissible with wing
flaps in a prescribed extended position.
 VNE Never Exceed Speed: the limiting airspeed that may not be exceeded at any
time.
 VC Maximum Structural Cruising Speed: the speed that should not be exceeded
except in smooth air and then only with caution.
 VS Stalling Speed: or the minimum steady flight speed at which the aircraft is
controllable.
 VSO Stalling Speed: or the minimum steady flight speed at which the aircraft is
controllable in the landing configuration.
 VX Best Angle-of-Climb Speed: the airspeed which delivers the greatest gain of
altitude in the shortest possible horizontal distance.
 VY Best Rate-of-Climb Speed: the airspeed which delivers the greatest gain in
altitude in the shortest possible time.
Meteorological Terminology
 OAT – Outside Air Temperature – the outside free air static temperature.
 Airfield Pressure Height – The height registered at the surface of an aerodrome by an

altimeter with the pressure sub-scale set to 1013 hPa (29.92 inches Hg).
 Pressure Altitude – Altitude measured from standard sea-level pressure (1013 hPa/29.92
inches Hg) by a pressure or barometric altimeter corrected for position and instrument error.
 Indicated Pressure Altitude – the altitude actually read from an altimeter when the
pressure barometric sub-scale has been set to 1013 hPa (29.92 inches Hg).
 QNH – The local pressure setting that if set on the subscale of an altimeter will cause the
altimeter to indicate local altitude above mean sea level.
 Wind – The wind velocities to be used as variables on aircraft performance are to be

understood as the headwind or tail wind components of the reported winds.
Model J120-C
Aircraft Performance and Flight Planning Terminology
 Climb Gradient – The ratio of the change in height during a climb, to the horizontal
distance travelled.
 Demonstrated Crosswind Component – The crosswind component, during take-off and

landing, for which adequate control of aircraft was actually demonstrated during certification
tests.
Weight and Balance Terminology
 Datum – An imaginary vertical plane from which all horizontal distances are measured for
balance purposes.
 Station – A location along the aircraft fuselage usually given in terms of distance from the
reference datum.
 Arm – The horizontal distance from the reference datum to the centre of gravity (C of G) of
an item.
 Moment – The product of the weight of an item multiplied by its arm.
 Index Unit – Moment divided by a constant. Used to simplify balance calculations by

reducing the number of digits.
 Centre of Gravity (C of G) – The point at which an aircraft would balance if suspended.

The distance from the C of G to the reference datum can be found by dividing the total
moment by the total weight of the aircraft.
 C of G Arm – The arm obtained by adding the aircraft's individual moments and dividing
the sum by the total weight.
 C of G Limits – The extreme centre of gravity locations within which the aircraft must be
operated at a given weight.
 Useable Fuel – The quantity of fuel available for flight planning purposes.
 Unusable Fuel – The quantity of fuel (determined under adverse fuel flow conditions) that
is not available for flight.
 Empty Weight – Weight of aircraft with unusable fuel and full oil.
 Useful Load – Difference between take-off weight, and basic empty weight.
 Maximum Take-Off Weight – Maximum weight approved for take-off.
 Maximum Landing Weight – Maximum weight approved for the landing.
 Header Tank – Fuel tank plumbed between the wing tanks and the engine. Also known as
Collector Tank or Sump Tank.

Model J120-C
0.6 USE OF METRIC/IMPERIAL UNITS

This POH uses the metric system as the basic system of measurement. Where common usage
or available instrumentation refer to the Imperial/US unit system, both units are quoted. The
following conversion factors are presented as a ready reference to the conversion factors that
have been used in this manual as well as supplying some others that may be found useful.
1 Pound (lb) = 0.4536 Kilogram (kg)

1 Pound per sq in (psi) = 6.895 Kilopascal (kPa)
1 Inch (in) = 25.4 Millimetres (mm)
1 Foot (ft) = 0.3048 Metre (m)
1 Statute mile = 1.609 Kilometres (km)
1 Nautical mile (NM) = 1.852 Kilometres (km)
1 Millibar (mb) = 1 Hectopascal (hPa)
1 Millibar (mb) = 0.1 Kilopascal (kPa)
1 Imperial gallon = 4.546 Litres (l)
1 US gallon = 3.785 Litres (l)
1 US quart = 0.946 Litre (l)
1 Cubic foot (ft3) = 28.317 Litres (l)
1 Acre = 0.4047 Hectares
1 Degree Fahrenheit (F) = [1.8 x C]+32
1 Inch Pound (in lb) = 0.113 Newton Metres (Nm)
1 Foot Pound (ft lb) = 1.356 Newton Metres (Nm)
0.7 WARNINGS, CAUTIONS & NOTES
Definitions used in the POH such as WARNING, CAUTION, NOTE are employed in the following
context:
WARNING
Operating procedures, techniques, etc. which if not followed correctly, may result in personal
injury or death.
CAUTION
Operating procedures, techniques, etc. which if not strictly observed, may result in damage to the
aircraft or to its installed equipment.
NOTE
Operating procedures, techniques, etc. which it is considered essential to highlight.

Model J120-C
1. GENERAL INFORMATION
1.1 LIGHT SPORT AIRCRAFT NOTIFICATION

There are inherent risks in the participation in recreational aviation aircraft. Operators and
passengers of recreational aviation aircraft, by participation, accept the risks inherent in such
participation of which the ordinary prudent person is or should be aware. Pilots and passengers
have a duty to exercise good judgment and act in a responsible manner while using the aircraft
and to obey all oral or written warnings, or both, prior to or during use of the aircraft, or both.
WARNING:
THIS AIRCRAFT WAS MANUFACTURED IN ACCORDANCE WITH LIGHT SPORT AIRCRAFT
AIRWORTHINESS STANDARDS AND DOES NOT CONFORM TO STANDARD CATEGORY
AIRWORTHINESS REQUIREMENTS.
Jabiru Aircraft Pty Ltd has devoted significant resources and testing to develop the Jabiru
J120-C aircraft. The Jabiru J120-C is designed to be operated and maintained only in
strict accordance with its supporting documentation – consisting of Pilot’s Operating
Handbook, Aircraft Technical Manual (Including Maintenance Manual), Engine
Maintenance Manual, Propeller Maintenance Manual, Jabiru Australia Service Bulletins,
Service Letters and any other documents produced by Jabiru Aircraft Australia or the
appropriate regulatory authorities.
Any variation in procedure or failure to operate or maintain the aircraft according to the
supporting documentation may cause damage or harm to the aircraft, its parts, or
components and may lead to injury or death. Any such actions may render the aircraft un-
airworthy and will void any warranty issued by Jabiru.
Any variation to the aircraft of any kind, including alteration to any component at all,
whether replacement, relocation, modification or otherwise which is not strictly in
accordance with these documents may lead to dramatic changes in the performance of
the aircraft, may cause damage or harm to other parts of the aircraft and may lead to
injury or death. Jabiru Aircraft Pty Ltd does not support any modifications to the aircraft,
its parts, or components. Any such actions may render the aircraft un-airworthy and will
void any warranty issued by Jabiru.
Maintenance cannot be supervised by the manufacturer. Maintenance requires extreme

cleanliness, exact parts, precise workmanship and proper consumables. It is your
responsibility to ensure absolute attention to detail no matter who may become involved
in work on this aircraft. Your safety, your life and your passenger’s lives rely on precise
and accurate following of the maintenance documentation for this aircraft.

Model J120-C
1.2 ABOUT THE JABIRU J120-C

Jabiru Aircraft have been built in Bundaberg, Australia since the early 1990’s. The original was a
small 2 seat aircraft powered by a 2-stroke engine; it had limited range, basic equipment and little
room to spare in the cabin. But this aircraft introduced the Jabiru ideal to the world – an aircraft
which was light and efficient with good handling, good performance and excellent occupant
protection. An aircraft which met all these goals while using modern technology to be cost
effective to own and operate and to introduce newcomers to aviation – people who always
thought that aviation was beyond their reach. Since the time of those first aircraft, Jabiru Aircraft
have evolved dramatically. The current Jabiru models are all far more powerful, spacious and
better equipped than their ancestor while still meeting the Jabiru Ideal.
The Jabiru J120-C is the smallest factory-complete model offered for sale by Jabiru Australia
today and the most inexpensive, making it a very obvious choice for recreational flyers. The
aircraft makes a surprisingly good cross-country machine considering its small size, with cruise
speeds of up to 100 knots (TAS), an endurance of 4 hours and handling which is smooth and
stable. The large, efficient wing easily carries heavy loads and the powerful engine is smooth
and quiet so that the crew can fly for hours without fatigue from noise and vibration. The J120-C
is a popular training aircraft - it is easy and fun to fly, forgiving of learner-pilot mistakes and the
side-by-side seating makes the instructor’s job easy.
On the ground the J120-C is also an excellent performer – it is the simplest of all Jabiru designs
with solid wings and a cabin fuel tank, allowing maintenance to be carried out quickly and easily
to get the aircraft back into the air as soon as possible. The same Jabiru 2200 engine which
provides powerful performance in the air is also light, simple, easy to maintain and so quiet that
people living near the airport barely hear it. The composite construction allows the aircraft to be
both light and very strong – with the J120-C being designed to an ultimate factor of around +8g / -
4g. The fibreglass structure won’t rust or corrode, has an almost infinite fatigue life and like all
Jabiru’s, the J120-C has been designed with a very strong cabin structure to provide a safety cell
for its crew.
Today’s J120-C is the latest design of an aircraft model which has been a popular choice with
pilots for many years. The design is thoroughly proven and thoroughly tested – both by Jabiru
test pilots and demanding customers all over Australia. It can be extensively customised and
thanks to the wide range of interior options, instrument systems and other optional extras every
Jabiru J120-C is unique. Most importantly, the J120-C still embodies the original Jabiru Ideal and
continues to show people who never thought they could have an aircraft of their own that
anything is possible.

Model J120-C
1.3 OWNER/OPERATOR RESPONSIBILITES

The following responsibilities for the owner/operator of a LSA listed are prescribed in
the ASTM standard F2295:
 Each owner/operator of a LSA shall read and comply with the maintenance and
continued airworthiness information and instructions provided by the manufacturer.
 Each owner/operator of a LSA shall be responsible for providing the manufacturer with
current contact information where the manufacturer may send the owner/operator
supplemental notification bulletins.
 The owner/operator of a LSA shall be responsible for notifying the manufacturer of any
safety of flight issue or significant service difficulty upon discovery.
 The owner/operator of a LSA shall be responsible for complying with all manufacturer
issued notices of corrective action and for complying with all applicable aviation
authority regulations in regard to maintaining the airworthiness of the LSA.
 An owner of a LSA shall ensure that any needed corrective action be completed as
specified in a notice, or by the next scheduled annual inspection.
 Should an owner/operator not comply with any mandatory service requirement, the
LSA shall be considered not in compliance with applicable ASTM standards and may
be subject to regulatory action by the presiding aviation authority.
1.4 J120-C PERFORMANCE AND SPECIFICATION SUMMARY

Gross Weight 500kg (1102 lb)
Top Speed at Sea Level 120 KCAS
Cruise Speed, VC 95 KCAS (at 2800 rpm)
1 350 nm at 2800 rpm, 5000’ ASL (if achieving 15 lt/hr fuel
Full Fuel Range
consumption)
500 fpm VY
Rate of Climb at Sea Level2
450 fpm VX
Take-Off Distance 400 m
Landing Distance 300 m
Stall Speed Clean 49 KCAS
Stall Speed Flaps Full Down 45 KCAS
66 L (17.4 USgal) Total Capacity
Fuel Capacity
64 L (16.9 USgal) Useable
AVGAS 100LL, AVGAS 100/130 or MOGAS with RON of 95
Approved Fuels
or higher.
Maximum Engine Power 80 hp @ 3300 RPM.
Refer to the main body of this handbook below for more information.
1
Range with 45 minute reserve at stated power setting
2
At Gross Weight, ICAO Standard Atmosphere
Model J120-C
2. LIMITATIONS
2.1 AIRSPEED LIMITATIONS
SPEED KIAS ASI MARKING REMARKS

Do not make full or abrupt
Design Manoeuvring Speed (VA) 102 - control movements above
this speed.
Operating Manoeuvring Speed at 102 - control movements above
MTOW (VO MTOW)*
this speed at MTOW.
Operating Manoeuvring Speed at 85 control movements above
-
Minimum weight (VO MIN)** this speed at Minimum
weight.
140 Red Line at upper end Do not exceed this speed in
Never Exceed Speed (VNE)
of yellow arc any operation.
Do not exceed this speed
112 Upper end of green arc /
Max Structural Cruising Speed (VC) except in smooth air and
start of yellow arc
then with caution.
94 Do not exceed this speed
Maximum Flap Extension Speed (VFE) Upper end of white arc
with the flaps deployed.
Stalling Speed (VS) 51 Lower end of green arc in Cruise Configuration
Stalling Speed (VS0) 47 Lower end of white arc in Landing Configuration
* Operating Manoeuvring speed at ‘MTOW’ refers to maximum gross weight = 500kg (1102lb).
** Operating Manoeuvring speed at ‘Minimum weight’ is calculated based on typical light empty
weight (285kg), a single lightweight occupant (55kg) and 45 minutes reserve fuel (10kg) = 350kg
(771lb). Typical operating weight will usually always be much heavier.
Note: Refer to Section 5.4 for conversion to Calibrated Airspeed (KCAS).
2.1.1 ASI Markings:

White Arc: Flap extended speed range – flapped stall speed to maximum allowable with
flaps deployed (47-94 KIAS).
Green Arc: Normal operating Speed range (51-112 KIAS)
Yellow Arc: Caution speed range – Do not exceed this speed except in smooth air and
then with caution (112-140 KIAS)
Red Line: Do not exceed this speed in any operation (140 KIAS)
2.2 AIRCRAFT SERVICE CEILING

10 000 feet ASL

Model J120-C
2.3 LIMIT LOAD FACTORS

Flap Position Speed Positive Negative
UP VA + 4g -2g
UP VNE + 4g -2-g
DOWN VFE + 2.0g 0g
2.4 FLIGHT OPERATION LIMITATIONS
Manoeuvres in the course of normal flying are approved.

Stalls may be carried out at bank angles of up to 60°.
All aerobatic manoeuvres including spins are prohibited.
Flight Operations are limited to VMC (Visual Meteorological Conditions).
Flight Operations in IMC (Instrument Meteorological Conditions) are prohibited.
2.5 FUEL
Total Capacity: 66L (17.4USgal) Useable
Usable Capacity: 64L (16.9USgal) Useable
Grade: Avgas 100LL
Avgas 100/130
MOGAS with minimum Octane Rating of 95 RON1 may be used
Max zero wing fuel weight: Not applicable (no wing fuel tanks)
(WZWF)
2.6 POWER PLANT LIMITATIONS

Fuel Pressure
Maximum Oil Pressure
Limits
Temperatures
RPM
POWER Limits
Cyl Head Oil Min Max Min Max

Absolute Maximum 200 °C
118°C 5 kPa 20 kPa 220 kPa 525 kPa
Limits Take-Off 3300 (392°F)
(244°F) (0.75psi) (3psi) (31 psi) (76psi)
(80 BHP) (Note #1)
Continuous Maximum
180°C 100°C 5 kPa 20 kPa 220 kPa 525 kPa
Limits Cont 3300
(356°F) (212°F) (0.75psi) (3psi) (31 psi) (76 psi)
(80 BHP)
Limits For 180°C 100°C
5 kPa 20 kPa 80 kPa 525 kPa
Ground N/A N/A (356°F) (212°F)
(0.75psi) (3psi) (11 psi) (76 psi)
Running (Note #2) (Note #2)
Note #1 Time with CHT at between 180°C and 200°C is not to exceed 5 Minutes
Note #2 If temperature limits are reached, shut the engine down or cool it by pointing the
aircraft into wind.
Table 2.4.2
Other limits are as follows:
 Minimum oil pressure at idle: 80 kPa (11 psi)
 Maximum oil pressure at start: 525 kPa (76 psi)

Model J120-C
2.7 CROSS WIND

The maximum allowable crosswind velocity is dependent on many factors including:
- Aircraft limitations
- Pilot capability.
- Ground conditions – i.e. turbulence from structures or trees
- Wind state – i.e. steady wind or gusting / thermal conditions.
With average pilot technique, steady, direct crosswinds of up to 14 knots can be handled with
safety.
2.8 OTHER CLIMATIC RESTRICTIONS
Maximum Ambient Operating Temperature 38°C (100°F)
Flight into known icing conditions Prohibited
2.9 KINDS OF OPERATION

The standard J120-C, as detailed within this POH, is approved for Day VFR Operations only.
2.10 POWER GENERATION SYSTEM LIMITATIONS

When the engine is turning at approximately 2000 RPM and above the alternator produces
sufficient power for all lights to be run continuously. However, below this RPM the alternator
cannot produce this power output and power must be drawn from the battery if all electrical
systems are running. To reduce the load on the alternator, Jabiru Aircraft recommend only using
the Landing Light for takeoff and landing – turning it off during normal cruise operations and
wherever safe while taxiing.
2.11 OTHER LIMITATIONS

 Smoking is prohibited.
 In-cabin noise levels exceed 95db. Hearing protection must be worn.

Model J120-C
3. EMERGENCY PROCEDURES
3.1 GENERAL
This Section describes the procedures to be adopted in the event of an emergency or abnormal
situation occurring in the J120-C aircraft.
The procedures are arranged in the sequence considered to be the most desirable in the majority
of cases. Steps should be performed in the order listed unless good reasons for deviation exist.
It should be remembered however, that all conceivable eventualities cannot be foreseen by the
manufacturer. Particular circumstances such as multiple or unanticipated emergencies, adverse
weather etc. may require modification to these procedures. A thorough knowledge of the aircraft
and its systems is essential to analyse the situation correctly and determine the best course of
action in any particular circumstance.
The following basic rules apply to all aircraft emergencies:
1. Maintain Aircraft Control.

2. Analyse the situation and take appropriate action.
3. Land as soon as practicable.
3.2 AIRSPEEDS FOR EMERGENCY OPERATIONS

Maximum Glide …………………………………………… .65 KIAS*
Landing Without Engine Power (Flaps Full) …………… .60 KIAS
* - A slightly higher speed may give better distance over the ground if gliding into wind; a slightly
slower speed if gliding downwind.

Model J120-C
3.3 CARBURETTOR ICING

Carburettor icing occurs when moisture in the air forms ice within the carburettor – typically in the
venturi throat and around the throttle butterfly. The ice restricts airflow and prevents the proper
function of the carburettor.
Carburettor icing can occur in temperatures between around +30°C (86°F) and -15°C (5°F).
Icing most often occurs at cruise, descent or idle power settings, in humid air (including fog, light
rain or cloud) and at ambient temperatures between 0°C (32°F) and 20°C (68°F). However, icing
can occur at other times and the pilot must be aware of the potential at all times.
Applying carburettor heat is the recommended first corrective measure to be tried in

almost any situation for the engine.
Carburettor icing symptoms include:

1. RPM / power reducing for given throttle setting
2. Increased throttle opening required to maintain RPM / power
3. Rough, uneven or surging engine.
4. Engine stoppage
If Carburettor icing is suspected:

1. Throttle ...................................................... FULL
2. CARB HEAT .............................................. FULL ON
NOTE
Carburettor heat may be used at any power setting, but will result in a slight power loss. When
icing is eliminated, return CARB HEAT to OFF. Carburettor heat should not be used for take-
offs.
Maintain carburettor heat in ON position for a minimum of 1 minute to allow all ice to melt.
Carburettor heat may be used on the ground except during take-off.

CAUTION
Do not use partial carburettor heat as this may exacerbate ice accretion.

Model J120-C
3.4 EMERGENCY PROCEDURES CHECK LISTS

3.4.1 Engine Failures
Engine Failure During Take-off Run
1. Throttle...................................................................CLOSED
2. Brakes ...................................................................APPLY
3. Ignition ...................................................................OFF
4. Wing Flaps .............................................................UP
5. Master Switch ........................................................OFF
6. Fuel Shutoff Valve ..................................................OFF
Engine Failure Immediately After Take-off

1. Airspeed……………………………………………….. 65 KIAS.
2. Ignition…………………………………………………. OFF (As time permits)
3. Fuel Shutoff Valve……………………………………. OFF (As time permits)
4. Wing Flaps……………………………………………..FULL RECOMMENDED
5. Master Switch………………………………………….OFF
6. Braking………………………………………………… HEAVY AFTER TOUCHDOWN
Engine Failure During Flight

1. Airspeed………………………………………….65 KIAS*.
2. Carburettor Heat……………………………….. ON
3. Fuel Pump………………………………………. ON
4. Fuel Shutoff Valve……………………………… CONFIRM ON
5. Fuel Quantity…………………………………….CHECK
6. Oil…………………………………………………CHECK TEMP AND PRESSURE
7. Ignition……………………………………………CYCLE BOTH ON
8. Throttle…………………………………………...CHECK LINKAGE OPERATION
9. Airstart…………………………………………… ATTEMPT IF PROP STOPPED
* - A slightly higher speed may give better distance over the ground if gliding into wind; a slightly
slower speed if gliding downwind.

Model J120-C
3.4.2 Airstart & Limitations

In the event that the engine is stopped during flight, it may be restarted by application of fuel &
ignition, provided that the propeller is still windmilling. The propeller may stop windmilling below
50 KIAS
The Jabiru 2200 engine is a high compression (7.8:1) engine & therefore airstarts when the
propeller has stopped rotating, without the use of the starter, are unlikely before reaching V NE.
Therefore, the following procedure addresses only airstarts by use of the starter motor.
IMPORTANT – NO NOT depress starter button while propeller is rotating.
1. Ignition……………………………………………OFF
2. Cabin…………………………………………….. CLEAR
3. Airspeed………………………………………….REDUCE UNTIL PROPELLER
STOPS TURNING.
4. Establish Glide…………………………………..65 KIAS
5. Fuel……………………………………………….ON
6. Fuel Pump………………………………………. ON
7. Master…………………………………………… ON
8. Ignition Switches……………………………….. ON
9. Starter Button…………………………………… Depress
10. Throttle…………………………………………...Open
11. Repeat as necessary, ensuring propeller has stopped before each restart attempt.
Notes: (a) If engine does not restart commence forced landing procedure.
(b) If clear symptoms of a mechanical failure exist, or if the engine has seized
due to the loss of oil pressure, do not attempt a restart.
(c) If engine operates with only L or R ignition selected, leave the ignition switch in
this position whilst a suitable landing area is selected.
(d) The engine cools quickly with the propeller stopped. Choke may needed to
achieve a start.

Model J120-C
3.4.3 Forced Landings

Emergency Landing Without Engine Power
1. Airspeed…………………………………….... 65 KIAS
2. Ignition…………………………………………OFF
3. Fuel Shutoff Valve…………………………… OFF
4. Fuel Pump……………………………………. OFF
5. Throttle………………………………………... CLOSED
6. Wing Flaps…………………………………… FULL PRIOR TO TOUCH DOWN
7. Master Switch………………………………... OFF
8. Braking………………………………………... HEAVY AFTER TOUCH DOWN
Precautionary Landing With Engine Power

1. Airspeed..................................................... 70 KIAS
2. Fuel Pump.................................................. ON
3. Wing Flaps ................................................. TAKE-OFF
4. Selected field ............................................. OVERFLY & INSPECT
5. Wing Flaps ................................................. FULL ON FINAL APPROACH
6. Airspeed..................................................... 60 KIAS
7. Braking....................................................... HEAVY AFTER TOUCH DOWN
8. Ignition ....................................................... OFF
9. Fuel Shutoff Valve ...................................... OFF
10. Master Switch ............................................ OFF
Ditching
1. Airspeed..................................................... 65 KIAS
2. Power (if available) ..................................... ESTABLISH 50 ft/min @ 55 KIAS
3. Approach
High Winds, Heavy Seas ............................ INTO WIND
Light Winds, Heavy Swells………………….PARALLEL TO SWELLS
4. Wing Flaps ................................................. FULL PRIOR TO TOUCH DOWN
5. Doors ......................................................... OPEN
6. Face ........................................................... CUSHION AT TOUCH DOWN
7. Touch Down ............................................... SLOWEST PRACTICAL SPEED
8. Evacuate .................................................... IF REQUIRED BREAK WINDOWS
9. Life Jackets / Life Rafts .............................. INFLATE
10. EPIRB (If Carried) ...................................... ACTIVATE
3.4.4 Engine Fires

On Ground
1. Ignition ....................................................... OFF
2. Fuel Shutoff valve ...................................... OFF
3. Fuel Pump.................................................. OFF
5. Abandon aircraft
6. Fire ............................................................ EXTINGUISH
7.
CAUTION
If the fire is in the engine bay do not remove the cowlings. Removing cowls will provide more air
to the fire, accelerating combustion.

Model J120-C
Engine Fire In Flight

1. Throttle ...................................................... CLOSE
2. Fuel Valve.................................................. OFF
3. Fuel Pump ................................................. OFF
4. Ignition ....................................................... OFF
6. Cabin Heat Vent ........................................ CLOSE
7. Cabin Air Vent............................................ OPEN BOTH
8. Airspeed ................................................... INCREASE UP TO VNE* if required to
extinguish fire.
9. Forced Landing .......................................... EXECUTE. Refer 3.4.3
* - If it necessary to increase airspeed above VFE (to no more then VNE) in order to extinguish a
fire, the flaps must NOT be lowered.
Electrical Fire In Flight

2. Ignitions ..................................................... ON
3. Electrical Switches ..................................... OFF
4. Extinguisher ............................................... ACTIVATE
If fire goes out:

5. Smoke ....................................................... VENTILATE CABIN (DOORS MAY
BE OPENED SLIGHTLY)
6. Precautionary Landing ............................... AS SOON AS PRACTICAL
If fire does not go out:

4. Land .......................................................... EXECUTE IMMEDIATELY
WARNING
With the Master Switch turned off the wing flaps will not deploy.
Cabin Fire
2. Cabin Heat Vent ........................................ CLOSE
3. Cabin Air Vent............................................ OPEN BOTH
4. Extinguisher (if fitted) ................................. ACTIVATE
5. Land .......................................................... AS SOON AS PRACTICAL
6. Smoke/Fume Evacuation ........................... VENTILATE CABIN. DOORS MAY
BE OPENED SLIGHTLY.
Once fire is extinguished:
1. Power ........................................................ REDUCE
2. Airspeed .................................................... APPROX 80 KIAS
3. Cockpit Door(s) .......................................... CLOSE
4. Power ........................................................ ADJUST to maintain approx 80 KIAS
5. Land .......................................................... AS SOON AS PRACTICAL
NOTE
Doors should only be opened for emergency fume evacuation

Model J120-C
3.4.5 Other Emergencies
In some of the cases described below there is more than 1 potential cause for a given situation.
For example, if the oil pressure gauge indicates zero, it may be due to a failure of the gauge or
sender instead of an actual problem with the engine.
The procedures given below in all cases assume that the indications given are true and correct.
It is important to remain calm and think as clearly as possible. Again: The following basic rules
apply to all aircraft emergencies:

2. Analyse the situation before taking appropriate action. Don’t act without thinking.
Loss of Oil Pressure

1. Airspeed............................................................65 KIAS
2. Power................................................................IDLE
3. Precautionary Landing......................................AS SOON AS PRACTICAL
High Oil Pressure
1. RPM..................................................................REDUCE UNTIL PRESSURE DROPS
2. Precautionary Landing......................................AS SOON AS PRACTICAL
3.
Emergency Descent – Type 1
1. Power................................................................IDLE
2. Carburettor heat................................................ON
3. Airspeed............................................................120+ KIAS (less then VNE)
4. Flaps..................................................................UP
NOTE
This descent gives high vertical speeds but may make controlling the aircraft difficult when
passing through narrow holes in clouds etc. Type 1 descents are for clear, smooth air only.
Emergency Descent – Type 2

1. Power................................................................IDLE
3. Airspeed............................................................94 KIAS (VFE)
4. Flaps..................................................................FULL DOWN
NOTE
This type of descent gives high vertical speeds while minimising loads on the aircraft structure
and improving controllability around obstacles (such as cloud etc).
S-Turns or Side slips may be used to increase descent rate; see Section 4.5

Model J120-C
Precautionary Descent
1. Power ............................................................... IDLE
2. Carburettor Heat ............................................... ON
3. Airspeed............................................................75 KIAS
4. Flaps..................................................................UP
5. Bank Angle........................................................30o
NOTE
This descent gives moderate vertical speeds. It allows good airspeed control & is suited to a
descent in a confined area (such as a hole in a cloud layer).
Alternator Failure
1. Non-essential electrical equipment....................OFF
2. Land.......................................................................AT NEAREST AIRPORT
NOTE
The Jabiru Engine does not require external power to run: the engine will not stop if the aircraft
battery runs flat.
Overvoltage
1. Electrical equipment..........................................ALL ON – MONITOR VOLTAGE
2. RPM..................................................................REDUCE – MONITOR VOLTAGE
3. Land..................................................................AS SOON AS PRACTICAL
Inadvertent Spin
Intentional spins are prohibited in this aircraft. Should an inadvertent spin occur, the following
recovery procedure should be used:
1. Retard the throttle to idle

2. Centralise ailerons
3. Apply and hold full rudder opposite to the direction of rotation
4. Move stick progressively forward far enough to break stall
5. Hold these control inputs until rotation stops
6. As rotation stops, centralise rudder and make a positive, smooth recovery from
the resulting dive
WARNING
If the spin is encountered with flaps extended, DO NOT retract flaps until rotation ceases.
Premature flap retraction will delay recovery.
Inadvertent Icing Encounter
2. Altitude..............................................................REDUCE IF SAFE
3. Aircraft position / heading.................................TURN BACK
4. Aircraft Performance.........................................MONITOR
Flight into known icing conditions is prohibited. If icing is inadvertently encountered, change flight
level or turn back to a region less conducive to icing. Monitor ice formation on the airframe and
its effects on aircraft performance.

Model J120-C
Inadvertent Operation in Light Rain

1. RPM..................................................................REDUCE: 2200 – 2400 RPM
2. Flaps.................................................................TAKEOFF (First Stage)
4. Aircraft position / heading..................................AWAY FROM RAIN
WARNING
The J120-C is not designed or approved to fly in heavy rain. The above is included for
inadvertent operation in light rain only.
Loss of Primary Instruments

1. Circuit breakers.................................................CHECK. RE-SET ONCE ONLY
2. Master switch....................................................CYCLE OFF-ON
3. Land..................................................................AS SOON AS PRACTICAL
WARNING
Breakers should only be re-set once. If there is a serious fault in an electrical system repeated
re-setting of the breaker can result in an electrical fire.
Landing With a Flat Main Tyre

1. Landing Area...............................SUITABLE
2. Approach.....................................NORMAL
3. Wing Flaps..................................FULL DOWN
4. Touchdown.................................GOOD TYRE(S) FIRST, hold aircraft off flat tyre as
long as possible with aileron and/or elevator control inputs
5. Ignition........................................OFF
6. Fuel Shutoff Valve......................OFF
7. Master Switch.............................OFF

Model J120-C
Loss of Flight Controls

It is a requirement of the design standard that the following section be included in this manual,
however such failures are extremely rare. As always, the 3 key rules apply:

2. Analyse the situation before taking appropriate action. Don’t act without thinking.
Primary flight controls failures can potentially be caused by the following:

1. Failure caused when either end of the cable becomes free of its clamp
2. Failure of the cable connecting hardware (bolts, rod ends etc)
3. Failure of the cable itself.
4. Jamming of the controls within the cabin
5. Jamming of the external controls
6. Structural failure of the control
7. Failure of autopilot mechanism
In an emergency the secondary effect of controls may be used to direct the aircraft:
1. The secondary effect of the rudder is to roll the aircraft. Loss of aileron control can be
partially addressed through the use of the rudder.
2. The secondary effect of the aileron is to yaw the aircraft. Loss of rudder control can be
partially addressed through the use of the ailerons.
3. The trim mechanism is separate to the elevator system and can be used to control the
pitch and attitude of the aircraft.
4. In some cases the autopilot mechanism (where equipped) may still function and can be
used to control the aircraft.
5. Wing flap position and engine power setting also affect the pitch of the aircraft and can
be used to assist in control.
In some cases, shaking a jammed control can free it. However it can also potentially exacerbate
the problem. Shaking is therefore not recommended until other troubleshooting techniques have
been attempted.
The following steps are recommended:

1. Secondary control......................................APPLY
2. Cabin end of control cable ........................ CHECK CLAMP & HARDWARE
3. Control mechanism inside cabin ............... CHECK. Clear any obstructions
4. Control ...................................................... SHAKE
5. Brute Force ............................................... APPLY
6. Land ......................................................... AS SOON AS PRACTICAL
WARNING
Where possible have a passenger carry out checks. Complicated or awkward trouble-shooting
measures which divert the pilot’s attention should be avoided if possible.

Model J120-C
4. NORMAL PROCEDURES
4.1 GENERAL
Section 4 of this handbook describes the procedures to be adopted for normal operations of the
J120-C aircraft.
The procedures are arranged in the sequence considered to be the most desirable and therefore
steps should be performed in the order listed unless good reasons for a deviation exist.
4.2 SPEEDS FOR NORMAL OPERATION

Unless otherwise noted, the following speeds are based on a maximum weight of 500 kg
(1102lb) and may be used for any lesser weight.
Take-Off:
T.O.S.S. (Speed @ 50 ft) ............................. 65 KIAS
Normal Climb Out ......................................... 70 KIAS (Take Off Flap)
Climb, Flaps Up:
Initial (scheduled climb) ................................ 70 KIAS
Enroute ........................................................ 70-80 KIAS
Landing Approach:
VREF (Speed @ 50 ft) .................................... 65 KIAS
Baulked Landing .......................................... 65 KIAS Initially
Maximum Recommended in Turbulence:
All Weights ................................................... 112 KIAS
4.2.1 Best Angle of Climb Speed
VX – Best angle of climb speed ..................... 65 KIAS
4.2.2 Best Rate of Climb Speed
VY – Best Rate of climb speed .......................... 68 KIAS

Model J120-C
4.3 PREFLIGHT INSPECTION

Before flight, a careful visual inspection is to be carried out to ensure that the aircraft and its
systems are serviceable. The following Figure is to be used in conjunction with the preflight
inspection checklist:
Figure 4-1. Pre-flight Inspection
1. Cockpit
Ignition Switches ...................................... OFF
Control lock (if fitted) ................................ REMOVE
Fuel ......................................................... CHECK CONTENTS
Fuel valve ................................................ ON
Master switch........................................... ON
Alternator Warning Light .......................... CONFIRM ON Before Start
Master Switch .......................................... OFF
Aileron and elevator cables & fasteners ... CHECK
Rudder and nose wheel steerage linkage CHECK
Rudder centring springs ........................... CHECK
Controls (all) ............................................ CHECK full travel, free movement.
Harnesses & Seats .................................. CHECK CONDITION
Windshield ............................................... CLEANLINESS
Cockpit area ............................................ GENERAL CONDITION
Loose objects .......................................... SECURE
Cockpit Doors/Latches ............................. CONDITION & OPERATION
Flight Manual ........................................... AVAILABLE
2. Left Undercarriage
Mount bolts .............................................. CHECK SECURE*
Tyre ......................................................... CHECK CONDITION / INFLATION
* - Lock the hand brake on, then pull the aircraft forwards. Some flexing of the undercarriage legs
is normal, but there should be no movement of the top of the leg relative to the fuselage.

Model J120-C
3. Fuel
Quantity in both tanks .............................. Check
Fuel caps ................................................. Secure
Water Check ............................................ Both tanks and header tank
4. Static Source
Static Source............................................ CHECK FOR BLOCKAGE
5. Empennage
Tail tie-down............................................. DISCONNECT
Control surfaces ....................................... CHECK Security & Full & Free Movement
Rudder, Elevator & Trim Cables ............... CHECK Security & Full & Free Movement
6. Right Wing – Trailing Edge

Aileron ..................................................... CHECK Security & Full & Free Movement
Flap.......................................................... CHECK Security
Control rods & cables ............................... CHECK Security. Check rod ends for
freedom of rotation & excess movement.
7. Right Wing
Wing Tie-Down ........................................ DISCONNECT
Wing Strut Mount Bolts............................. CHECK Security**
Wing Root Mount Bolts............................. CHECK Security***
Pitot Tube ................................................ REMOVE COVER, CHECK for blockage.
** - Wing strut bolts must not be tightened. Nut should just bear on washer.
*** - Holding the wingtip, push the tip up & down, forwards & backwards. If a wing / strut
attachment is degrading, slop will be felt.
8. Nose
Propeller & Spinner .................................. CHECK for nicks & security
Cowl ......................................................... CHECK Security, rubbing on engine.
Engine Oil ................................................ CHECK using oil filler door.
Nose Wheel ............................................. CHECK condition & pressure.
9. Left Wing
Wing Tie-Down ........................................ DISCONNECT
Wing Strut Mount Bolts............................. CHECK Security**
Wing Root Mount Bolts............................. CHECK Security***
10. Left Wing – Trailing Edge

Aileron ..................................................... CHECK Security & Full & Free Movement
Flap.......................................................... CHECK Security
Control rods & cables ............................... CHECK Security. Check rod ends for
freedom of rotation & excess movement.
11. “Pulling Through” The Engine
Before the first flight of the day the engine must be “pulled through” by hand. This is the process
of turning the engine over by turning the propeller by hand. The compression of each cylinder in
turn will be felt a resistance as the propeller is turned. The engine should be rotated for a count
of at least 8 compressions.

Model J120-C
Master Switch ........................................... OFF

Ignitions .................................................... OFF
Throttle ..................................................... Closed
Propeller ................................................... TURN by hand & observe engine for odd
noises or heavy movements. Check for
regular compression.
CAUTION:
Prior to pulling through the propeller by hand, the engine must be cold, both ignition circuits & the
Master Switch must be switched OFF, the brakes applied & throttle closed.
WARNING
A hot engine may fire with the ignition/s switched OFF.
DO NOT pull through a hot engine.
CAUTION
Several causes of irregular compression – such as poorly sealing valves – can lead to extensive
engine damage if not addressed. The Jabiru 2200 Engine Instruction & Maintenance Manual
provides additional details.

Model J120-C
4.4 NORMAL PROCEDURES CHECK LISTS

4.4.1 Before Starting Engine
Pre flight Inspection.................................. COMPLETED
Passenger Briefing ................................... COMPLETED
Harnesses................................................ SECURE
Brakes ..................................................... ON/PARK
Avionics ................................................... OFF
Circuit Breakers ....................................... IN
Fuel Level Warning Light (if fitted) ............ CHECK OPERATION using test switch
4.4.2 Starting Engine - Cold

Master Switch .......................................... ON
Fuel Shutoff Valve .................................... ON
Carburettor Heat ...................................... OFF
Choke ...................................................... ON*
Throttle..................................................... CLOSED
Fuel Pump ............................................... ON
Ignition switches ....................................... ON
Starter ...................................................... ENGAGE when engine fires RELEASE**
Oil Pressure ............................................. CHECK (pressure to be indicated within 10 secs)
Choke ..................................................... Closed
Throttle .................................................... 900 – 1000 RPM
Alternator Warning Light........................... CHECK OFF
Avionics ................................................... ON
* - If the engine is hot, proceed as for cold engine, but do not use choke.
** - If the engine is turning at less than 300 RPM it will not start.
4.4.3 Taxiing
Power ...................................................... 1000-1200rpm
Speed ...................................................... FAST WALKING PACE MAXIMUM
Strobe ...................................................... ON
Landing Lights.......................................... OFF UNTIL ENTERING RUNWAY
Position .................................................... STAY RIGHT on taxiways
Carburettor heat ....................................... AS REQUIRED
Brakes ..................................................... AS REQUIRED. Do not apply continuously.
If required, brakes should be applied periodically: allow the speed to build up to a fast walking
pace then apply brakes to reduce to a slow walking pace. Release the brakes and allow the
speed to gradually build up again. This allows the brakes time to cool down between
applications & minimises wear.
For more details regarding taxiing refer to section 8.2

Model J120-C
4.4.4 Before Take-Off

Park Brake ............................................... ON
Ground Check & Run Up

Warm Up ................................................. 1000-1200 RPM avoid prolonged idle at low RPM
Ignition Check .......................................... 2000 RPM Both-L-Both-R-Both. Max drop 100RPM
Carburettor heat....................................... 2000 RPM – ON – slight drop in RPM
Carburettor heat ...................................... 2000 RPM – OFF – RPM restored
Power Check ........................................... 2850 RPM +/- 150 RPM
Idle Check ............................................... 700 – 900 RPM
Trim ......................................................... SET – Neutral
Pre Take-Off
Master Switch .......................................... ON
Ignition switches ...................................... BOTH ON
Fuel Shutoff Valve ................................... ON
Fuel Quantity ........................................... CHECK sufficient for task
Fuel Pump ............................................... ON
Flaps ....................................................... TAKE OFF (first stage)
Instruments .............................................. SET AND CHECK ALL
Switches .................................................. SELECTED as required
Circuit Breakers ....................................... CHECK
Controls ................................................... FULL & FREE TRAVEL, CORRECT SENSE
Hatches ................................................... CLOSED & LOCKED
Harnesses ............................................... SECURE all seat belts correctly fastened and adjusted
Oil temperature ........................................ ABOVE 400C (104oF)
4.4.5 Take-Off
Carburettor heat....................................... OFF
Throttle .................................................... FULL OPEN
Elevator Control ....................................... NEUTRAL
Directional Control ................................... NOSEWHEEL STEERING & RUDDER
Rotate ...................................................... 30 – 40 KIAS raise nosewheel clear of ground
Take Off Safety Speed............................. 66 KIAS
Accelerate to Climb Speed....................... 70 KIAS
Flaps ....................................................... UP… Accelerate to 70 KIAS
Fuel Pump ............................................... OFF at top of climb.
Power ...................................................... SET as required.
4.4.6 Initial Climb

Throttle .................................................... FULL OPEN
Airspeed .................................................. 70 KIAS
4.4.7 Cruise
75% Power .............................................. 2800 RPM (14 L/hr)
4.4.8 Descent
Power ...................................................... As required
Carburettor heat....................................... As required
4.4.9 Before Landing (and flight below 1000ft AGL)

Brakes ..................................................... OFF
Harnesses ............................................... SECURE
Model J120-C
Fuel Pump ............................................... ON
4.4.10 Landing
Airspeed @ 50ft ....................................... 63 KIAS
Wing Flaps ............................................... FULL
Directional Control.................................... RUDDER & NOSEWHEEL STEERING
Power ..................................................... AS REQUIRED
Touchdown ............................................. Main wheels first
Braking..................................................... AS REQUIRED
NOTE
If the aircraft is contaminated by build up of insects or other debris, increase approach speed @
50ft to 68 KIAS
4.4.11 Baulked Landing
Power ...................................................... FULL THROTTLE
Carburettor heat ...................................... COLD
Wing Flaps ............................................... RETRACT SLOWLY
Airspeed................................................... ESTABLISH NORMAL CLIMB SPEED
4.4.12 After Landing/Securing

Wing Flaps ............................................... UP
Fuel Pump ............................................... OFF
Parking Brake .......................................... ON/AS REQUIRED
Avionics ................................................... OFF
Ignition ..................................................... OFF
Master Switch .......................................... OFF
Controls ................................................... SECURE
4.4.13 Engine Management – Ground Running

The 2200B engine fitted to the J120-C is cooled by air flowing over the engine and oil cooler.
During ground running care must be taken to ensure that there is adequate airflow and that safe
engine temperatures are maintained. The guidelines presented below will assist in controlling
temperatures.
 Minimise ground running times – especially in hot weather3.

 Carry out as many checks as possible before starting the engine.
 Always carry out engine run-up tests with the aircraft pointing into wind.
 In hot weather, after performing run-up checks, leave the aircraft pointing into wind and idling
at 1200rpm for 30 seconds to aid cooling.
 If the aircraft is required to wait – such as for runway clearance – temperatures must be
monitored, and if they approach ground running limits (listed in Section 2 of this flight manual
& displayed as yellow markings on engine gauges) the aircraft must be turned into wind or
shut down to prevent any further temperature increase.
 Wind must be coming from within approximately 45° of the aircraft heading to be effective in
aiding engine cooling.
 If there is no wind or low wind the engine must be shut down if ground-running temperature
limits are reached.
3
30°C and above
Model J120-C
4.5 Advanced Procedures

The following procedures are advanced techniques designed for special circumstances. To carry
them out successfully the pilot must be well trained and experienced in the particular aircraft
being used. Before attempting them the pilot must realistically assess the circumstances and
their skills.
WARNING
The following procedures are used in less than optimal conditions. They are inherently less safe
than normal procedures. The operator attempts them at their own risk.
4.5.1 Short Field Take-Off

Crew ....................................................... HARNESS SECURE / BRACE
Aircraft Weight ........................................ MINIMISE
Ground Inspection .................................. COMPLETE
Measure runway length............................ MARK TAKE-OFF ABORT POINT
Wheel Spats ............................................ ON FOR LONG GRASS
OFF FOR SOFT SURFACE
Elevator Trim ........................................... NEUTRAL
Fuel Tap .................................................. ON
Fuel Pump ............................................... ON
Carburettor Heat ...................................... OFF (COLD)
Wing Flaps............................................... TAKE OFF (1st Stage)
Position.................................................... FOR MAX POSSIBLE RUNWAY LENGTH
Engine ..................................................... WARM THOROUGHLY
Brakes ..................................................... HOLD FULL ON BY HAND
Throttle .................................................... FULL. Wait for engine RPM to peak
Brakes ..................................................... RELEASE
Elevator ................................................... FULL BACK until nose wheel lifts 25mm (1”).
AS REQUIRED after
Abort ........................................................ IF NOT AIRBORNE BY ABORT POINT
Rotate ...................................................... AS SOON AS POSSIBLE
Lift-off ...................................................... BEST ANGLE OF CLIMB SPEED until clear
of obstacles.
NOTE
Short field take-offs are potentially high risk manoeuvres. Reducing rotation and climb speeds
lower the aircraft’s safety margins, especially in a cross wind, wind gust or if the engine fails.
Where possible, they should only be attempted in good conditions. If students are being taught
short field take-offs the weather conditions must be appropriate and a long runway used.
WARNING
If high power is applied when the propeller is over loose gravel, grass etc propeller damage will
result.
WARNING
It is possible to over-rotate the aircraft in ground effect to a dangerously nose-high pitch, resulting
in a stall once clear of ground effect. Allow pitch angle & airspeed to stabilise out of ground effect
before applying aggressive pitch inputs.

Model J120-C
4.5.2 Short Field Landing

Approach ................................................. FLAT. Aim for wheels to touch as near to the
target point as possible. Approach under
power.
Power ...................................................... APPROX 1500 RPM
Airspeed................................................... 55 KIAS
Touch-down ............................................. AT TARGET POINT. Wheel brakes are
the best way to slow the aircraft. Touching
down positively and slightly fast then braking
heavily will give shortest landing distances.
Power ...................................................... IDLE
Brakes ..................................................... HEAVY. DO NOT LOCK WHEELS.
NOTE
Short field landings are potentially high risk manoeuvres. Reducing approach speeds and
approaching under power lower the aircraft’s safety margins, especially in a wind gust or if the
engine fails. Where possible, they should only be attempted in good conditions. If students are
being taught short field landings the weather conditions must be appropriate and a displaced
threshold used.
NOTE
Short field approaches require great precision in airspeed and height control. Pilots must be
prepared to go-around early.
NOTE
After heavy braking such as that required for a short field landing brake temperatures will rise
dramatically and afterwards brake effectiveness may be significantly reduced.
WARNING
If the aircraft overruns the runway stop the engine to minimise propeller and engine damage
4.5.3 Soft Field Take-Off

Crew ....................................................... HARNESS SECURE / BRACE
Aircraft Weight ........................................ MINIMISE
Ground Inspection ................................... COMPLETE
Measure runway length ............................ MARK TAKE-OFF ABORT POINT
Wheel Spats............................................. OFF FOR SOFT SURFACE
Elevator Trim............................................ NEUTRAL
Fuel Tap................................................... ON
Fuel Pump ............................................... ON
Carburettor Heat ...................................... OFF (COLD)
Position .................................................... FOR MAX POSSIBLE RUNWAY LENGTH
Engine ..................................................... WARM THOROUGHLY
Brakes ..................................................... HOLD FULL ON BY HAND
Throttle..................................................... FULL. Wait for engine RPM to peak
Brakes ..................................................... RELEASE
Elevator.................................................... FULL BACK until nose wheel lifts 25mm (1”).
AS REQUIRED after
Wing Flaps ............................................... UP DURING INITIAL GROUND ROLL
Abort ........................................................ IF NOT AIRBORNE BY ABORT POINT
Wing Flaps ............................................... FULL DOWN at 48-50 KIAS
Rotate ...................................................... AS SOON AS POSSIBLE
Lift-off ....................................................... BEST ANGLE OF CLIMB SPEED until clear
of obstacles.
Model J120-C
NOTE
Soft field take-offs are potentially high risk manoeuvres with reduced safety margins, especially in
a cross wind, wind gust or if the engine fails. Where possible, they should only be attempted in
good conditions. If students are being taught soft field take-offs the weather conditions must be
appropriate and a long runway used.
WARNING
It is possible to over-rotate the aircraft in ground effect to a dangerously nose-high pitch, resulting
in a stall once clear of ground effect. Allow pitch angle & airspeed to stabilise out of ground effect
before applying aggressive pitch inputs.
WARNING
If high power is applied when the propeller is over loose gravel, grass etc propeller damage will
result.
4.5.4 Soft Field Landing

Crew ........................................................ HARNESS SECURE / BRACE
Surface Test:
Wing Flaps............................................... TAKE-OFF (1st Stage)
power.
Power ...................................................... APPROX 1500 RPM
Airspeed .................................................. 5 KIAS ABOVE STALL
Main Wheels ............................................ TOUCH.
Go-Around ............................................... EXECUTE
Landing:
Wing Flaps............................................... FULL
power.
Power ...................................................... APPROX 1500 RPM
Touch Down ............................................ MINIMUM / STALL SPEED
Go-Around ............................................... APPLY IF NEEDED
Power ...................................................... IDLE
Brakes ..................................................... AS REQUIRED
NOTE
Soft field landings are high risk manoeuvres with potential for the aircraft to flip or become un-
controllable due to the soft surface. Where possible, they should only be attempted on a known
runway in good conditions. If students are being taught soft field landings the weather conditions
must be appropriate and a long runway used.
NOTE
Soft field approaches require great precision in airspeed and height control. Pilots must be
prepared to go-around early.

Model J120-C
4.5.5 Crosswind Take-Off
Normal take-off checks............................. COMPLETE

Aileron ..................................................... POINT FULLY TOWARDS WIND.
Normal take-off procedure ........................ APPLY
Aileron ..................................................... EASE AS REQUIRED as speed increases
Nose wheel .............................................. ON GROUND to maintain directional control
until approximately 45 KIAS.
Rotate & climb.......................................... CARRY OUT. Avoid aggressive pitch input
until aircraft is clear of ground effect.
4.5.6 Crosswind Landing – “Wing Low” Method

Jabiru Aircraft recommend using the “wing low” method of landing in crosswinds as it allows the
strength of the crosswind to be continually assessed during the final approach and is less likely to
cause directional control issues on touch-down.
Wind Strength .......................................... CHECK using the wind sock.

Runway & Surrounds ............................... ASSESS. If the crosswind is strong carry out
a low pass over the runway to check for
control authority, areas of sink or turbulence.
Note trees, hangars, hills etc will cause
turbulence. Consider displacing threshold to
avoid turbulence if safe.
Wing Flaps ............................................... AS NEEDED. Landing with less flap angle
increases approach speed and improves
control authority. Angle of attack increases
and approach angle decreases however.
Approach Speed ...................................... HIGH. Add 5 – 10 KIAS to improve control
authority & stall speed margin.
Direction................................................... CHOOSE. Pilots flying from the left
(command) seat normally prefer a cross
wind from the left.
WARNING
Do not attempt to land with a tail-wind component.
Runway Alignment ................................... SET EARLY. Allow a long final leg.

Aileron on Final ........................................ APPLY: lower the wing on the wind side of
the aircraft. i.e. if the wind is coming from the
left apply left aileron & lower the left wing.
Rudder on Final ....................................... APPLY AS NEEDED to keep the aircraft
aligned with the runway.
Control Authority ...................................... ASSESS. If the aircraft centreline cannot be
held on the runway centreline during final
the crosswind is too strong & the landing
must be aborted.
Power ...................................................... APPROX 1500 RPM
Touch-down ............................................. 1 MAIN WHEEL FIRST: the wing low
orientation is maintained during flare &
landing. Align nose wheel with runway
before the wheel touches.
Nose Wheel ............................................. LOWER EARLY. Do not hold off nose wheel
in crosswind conditions: lower it to improve
directional control.

Model J120-C
Power ...................................................... IDLE

Brakes ..................................................... AS NEEDED. DO NOT LOCK WHEELS.
Aileron / Elevator Deflection ..................... MAINTAIN: in strong wind the aircraft must
be “flown” during ground operations
to minimise the risk of being flipped.
See Section 8.2
NOTE
When flying with “crossed controls” such as left Aileron with right Rudder the aircraft will be out of
balance and experience higher than normal drag. Descent rates will increase. Aircraft response
to control inputs may be slower than normal.
4.5.7 Crosswind Landing – “Crab” Method

Situation Assessment .............................. AS FOR “WING LOW” METHOD
Aircraft positioning & configuration ........... AS FOR “WING LOW” METHOD
Runway Alignment ................................... SET EARLY. Allow a long final leg.
On Final ................................................... “CRAB” AIRCRAFT: Adjust aircraft heading
so that its course over the ground aligns with
the runway. The aircraft nose points off to
the windward side. Aircraft is in balance.
Power ...................................................... APPROX 1500 RPM
Wing into wind ......................................... LOWER BEFORE STRAIGHTENING
Touch-down ............................................. STRAIGHTEN BEFORE TOUCHDOWN:
Use the rudder to align the aircraft with the
runway just before the wheels touch.
Nose Wheel ............................................. LOWER EARLY. Do not hold off nose wheel
in crosswind conditions: lower it to improve
directional control.
Power ...................................................... IDLE
Brakes ..................................................... AS NEEDED. DO NOT LOCK WHEELS.
Aileron / Elevator Deflection ..................... MAINTAIN: in strong wind the aircraft must
be “flown” during ground operations
to minimise the risk of being flipped.
See Section 8.2

Model J120-C
4.5.8 S-Turns
S-turns are a means of losing excess height during the landing approach to position the aircraft
correctly for touch-down. Essentially the pilot flies the aircraft through a sequence of left and
right turns within an arc of 90° left to 90° right of the desired heading. In a turn the aircraft has
significantly higher drag than normal and so descent rates increase considerably. In addition the
turns effectively increase the distance from the aircraft to the threshold, allowing more time to
lose height.
Remember that stall speed increases with bank angle – in a 60° bank with full flaps the J120-C
will stall in still air at around 66 KIAS. An airspeed margin of around 10 KIAS above stall speed
is recommended – more in gusty or turbulent conditions.
Power ...................................................... IDLE

Speed ...................................................... 76 KIAS
Flaps ........................................................ FULL DOWN
Bank Angles ............................................. DO NOT EXCEED 60°
Ground Conditions ................................... ALLOW FOR TURBULENCE / GUSTS
WARNING
Repeated banks at low height and relatively low speed can lead to a stall / spin accident if the
pilot allows speed to drop too much. Monitor airspeed, bank & pitch angles carefully; note the
raised stall speed during banks. Initial training must be carried out at a safe altitude
(recommended 8000’ AGL) to allow time for recovery in the event of an inadvertent spin.
4.5.9 Side Slips

Side slips are a means of losing excess height during the approach to landing. A side slip is
where a pilot deliberately inputs “crossed controls” – i.e. right rudder with left aileron. Note that
this is an extension of the “wing low” method of carrying out cross wind landings – except instead
of applying the minimum control input to direct the aircraft along the runway the pilot applies
excess inputs resulting in an exaggerated “wing low” configuration. With this combination of
controls the aircraft will experience relatively high drag and associated sink rates. Because of
the propeller wash most aircraft will slip better in one direction than another – typically a J120-C
will prefer to be configured with the left wing low – i.e. apply left aileron and right rudder.
Power ...................................................... IDLE

Speed ...................................................... 76 KIAS
Flaps ........................................................ FULL DOWN
Bank Angles ............................................. DO NOT EXCEED 60°
Ground Conditions ................................... ALLOW FOR TURBULENCE / GUSTS
Recover / straighten ................................. EARLY: aircraft will take time to recover
WARNING
Deliberately crossing controls at low height and relatively low speed can lead to a stall / spin
accident if the pilot allows speed to drop too much. In this configuration the aircraft has high drag
and will require time to recover and to respond to new inputs. Monitor airspeed carefully.
Aggressive slipping should be avoided as it may cause turbulence and vibration over the tail.
Initial training must be carried out at a safe altitude (recommended 8000’ AGL) to allow time for
recovery in the event of an inadvertent spin.

Model J120-C
5. PERFORMANCE
5.1 TAKE OFF AND LANDING DISTANCES
Take-Off Distance 400 m

Landing Distance 300 m
Note:
All distances quoted are for an aircraft at gross weight, operating from a paved runway surface at
sea level in an ICAO standard atmosphere.
5.2 RATE OF CLIMB
Rate of Climb at Sea Level4 500 fpm

Note:
All distances quoted are for an aircraft at gross weight, operating from a paved runway surface at
sea level in an ICAO standard atmosphere.
5.3 CRUISE SPEEDS / RPM / FUEL CONSUMPTION

 Cruise speed values given are based on tests carried out at gross aircraft weight, at sea
level and around 28°C. Values are averaged. Actual values will vary slightly from one
aircraft to the next. Values used for flight planning should be based on previous experience
with the specific aircraft wherever possible.
 Fuel consumption values given are averaged. Actual values will vary slightly from one
aircraft to the next. Values used for flight planning should be based on previous experience
with the specific aircraft wherever possible.
Fuel Consumption IAS

RPM
(Litres/hr) (Knots)
2600 11 100
2700 13.5 107
2800 15 105
2850 16 110
2900 17 115
3000 18 118
4
At Gross Weight, ICAO Standard Atmosphere
Model J120-C
5.4 Airspeed Indicator System Calibration

Conditions:
Power: As required for level flight or maximum rated RPM as appropriate.
KCAS
KIAS
Flaps UP Flaps Take-off Flaps Landing
47 - - 45
49 - 47 47
50 - 48 48
51 49 49 49
56 53 54 54
57 54 55 55
63 60 60 60
73 70 70 70
85 81 82 82
94 90 90 90
106 101 - -
113 108 - -
117 112 - -
125 120 - -
135 129 - -
146 140 - -

Model J120-C
6. WEIGHT AND BALANCE INFORMATION

6.1 CENTRE OF GRAVITY LIMITS
1601-mm (63.03”, 20%MAC) aft of datum up to & including
420 kg (926lb)
Forward Limit: 1661-mm (63.39”, 26.1%MAC) aft of datum at 500kg

(1190lb)
Linear variation between points.

Aft Limit 1695-mm (66.73”, 29.5%) aft of datum at all weights
Datum 1403mm fwd of RHS Wing Leading Edge
Levelling Means
Longitudinal Spirit Level placed on the trim decal on the centre console.
Lateral Spirit Level placed on the flap cross shaft.
Arms
Arm for Front Seat Station 1688-mm aft of datum
Arm for Baggage On Shelf 2280-mm aft of datum
Fuel Station 2280-mm aft of datum

Table 6.4 – Centre of Gravity Limits
Figure 6.3.1 – Baggage Zones
Baggage is restrained using the straps fitted in the baggage areas.

Model J120-C
6.2 MINIMUM EQUIPMENT LIST
System Instruments and/or VFR

Remarks
Equipment Day
Communications
As required per local
VHF Comm A/R
operating regulations
Electrical Power
Alternator 1
Battery 1
Voltage Indicator 1
Fire Protection
Portable Fire Extinguisher A/R
Flight Controls
Pitch Trim Indicator 1
Pitch Trim System 1
Flap Position Indicator 1
Stall Warning System 1
Fuel
Attached to translucent
Fuel Quantity Indicator 1
fuel tank inside cabin
Fuel On/Off Valve 1
Ice & Rain Protection

Engine Alternate Air Induction
1
System
Navigation & Pitot Static

Model J120-C
System Instruments and/or VFR

Remarks
Equipment Day
1
Altimeter
Airspeed Indicator 1
Magnetic Compass 1
May be carried on the
Time Piece 1
pilot
Turn Co-ordinator A/R
Pitot/Static System 1
Transponder A/R
Engine Indicating
Cylinder Head Temperature 1
Tachometer 1
Oil Pressure 1
Oil Temperature 1
Fuel Pressure 1
Oil Quantity (Dip Stick) 1

Fuel, electrical, and
Caution Warning System 1
vacuum systems
Approved Pilot’s Operating

1
Handbook
Insert Page 6.2 here

Model J120-C
Insert Page 6.3 here

Model J120-C
Insert Equipment List here.

Model J120-C
6.2.1 Trim Sheets

A metric trim sheet has been provided. An example loading has been worked through for
reference.
6.2.2 Trim Sheet Index Units
To use the trim sheets the aircraft’s weight and balance information must be converted to “Trim
Sheet Index Units” using the formula below:
Trim Sheet Index Units = Aircraft Weight x (Arm – 1403)

1000
“Aircraft Weight” and “Arm” are written onto the aircraft’s Load Data Sheet.
For example, an aircraft with “Aircraft Weight” of 260kg and “Arm” of 1590mm has a Trim Sheet
Index Unit of 48.62 This is used for the starting point of using the Trim Sheets.
Calculate Aircraft Weights

1-1 Use the Aircraft Empty Weight obtained from the latest aircraft weighing records to
enter the vertical “Aircraft Empty Weight Scale” on right hand side of the chart.
1-2 Move horizontally to the left into the next scale which is the “Crew Weight” Scale.
1-3 Move vertically downward one line on this scale for each 10-kg of weight that is
placed on the front seats, and mark a point.
1-4 Move horizontally to the left from the point made in Step 1-3 to enter the next scale
which is the “Baggage Weight” Scale.
1-5 Move vertically downward one line on this scale for each 5-kg of weight that is placed
in Baggage Zone and mark a point.
1-6 Move horizontally to the left from the point made in Step 1-7 to enter the next scale
which is the “Fuel Quantity” Scale and mark a point, This point is the “Zero Fuel
Weight Reference Point”
1-7 Move Horizontally to the left of the “Zero Fuel Reference Point” and Mark a “Zero
Fuel Weight Line” across the “Aircraft Trim Condition” Graph.
1-8 From the “Zero Fuel Point” on the “Fuel Quantity Scale” (marked in Step 1-8), move
vertically downward one line for each 10-litres of fuel being carried at the take-off
condition. Mark this “Take-Off Fuel Point” on the scale.
1-9 Move horizontally to the left, and mark a “Take-Off Fuel Weight Line” across the
“Aircraft Trim Condition” graph.

Model J120-C
Calculating the Operating CG Locations
2-1. Take the calculated Empty Weight Trim Index and mark it’s position on the Aircraft
Index Units Ladder at the top of the sheet.
2-2 Draw a vertical line down from the point marked above to intersect with a sloping line
in the “Crew Index Units” scale and mark this point.
2-3 Calculate the weight of the crew and round this value to the nearest 10-kg.
2-4 Move horizontally to the right from the point marked in Step 2-2 one line for each 10-
kg of load calculated. (i.e. 60-kg = 6 lines) and mark a point at this location.
2-5 Draw a vertical line down from the point marked above to intersect with a sloping line
in the Baggage Area scale and mark this point.
2-6 Calculate the weight that will be placed Baggage Area and round this value to the
nearest 5-kg.
2-7 Move horizontally to the right from the point marked in Step 2-5 one line for each 5-
kg of load calculated. (i.e. 20-kg = 4 lines) and mark a point at this location.
2-8 Drop a vertical line down from the point marked in Step 2-10 to intersect a sloping
line in “Fuel Chart”, and mark a point at this location.
2-9 Continue the Vertical Line began in Step 2-11 down to intersect with the “Zero Fuel
Weight Line” drawn in Step 1-7. mark this point as the “ZERO FUEL Condition”
2-10 Move horizontally to the right from the point marked in Step 2-11 in the “Take-Off
Fuel Box”, one line for each 10 liters of take-off fuel, and mark this point.
2-11 Move vertically downward from the take-off fuel point marked in Step 2-13 to
intersect with the “Take-Off Fuel Weight Line” marked in Step 1-9. Mark this point
the “Take-Off Condition”
6.2.3 Allowable Loading Conditions

An allowable loading condition exists when both the “Zero Fuel Condition”, and the “Take-Off
Condition” fall with the area bounded by the Line in the Aircraft Trim Conditions Box.
For reference, the example below shows two 80kg people, 5kg in Baggage Zone and 60L of fuel.
The aircraft’s starting Index Unit is 48.6 at 260kg.

EXAMPLE
45 55 65 75 85 95 105 115 125 135 145

Aircraft Index Units STEP 1: Start at the empty aircraft's index
STEP 3A
Crew Index Units - Come right 1 line per 10kg Crew Weight.
STEP 3
STEP 3: Draw a line down from the Aircraft Index to
the Crew Index ladder. Move 1 line right for every
10kg of crew, every 5kg in Baggage Zone.
STEP 4: Draw a line straight down from Baggage
Zone Index Index
Baggage to the Units
Fuel Index.
- ComeMove 1 line
right right
1 line perfor5kg added STEP 4
Go down 1 line
aircraft's empty
Empty Weight
per 10kg crew
Crew Ladder
Fuel Ladder
line per 10L

Go down 1
line per 5kg
Start at the
every 10L of Fuel.
Go down 1
Baggage
Aircraft
weight.
Ladder
weight
fuel.
Fuel Index Units - Come right 1 line per 10L fuel added.
-250 -250
-270 -270
-290 -290
-310 -310
-330 Step 6: Check that the aircraft's CG position is -330

within the envelope with BOTH the fuel at the
-350 STEP 5: Starting from the aircraft empty -350
start of the flight and at zero fuel.
weight, draw a line as shown, coming down 1
-370 line per 10kg crew weight, 1 line per 5 kg -370
-390 baggage and 1 line per 10 Litres of fuel. -390
-410 -410
-430 -430
-450 -450
-470 -470
-490 -490
-510 -510
-530 -530
Figure 6-3a – Loading Trim Sheet Example

Model J120-C
ORIGINAL
45 55 65 75 85 95 105 115 125 135 145
Aircraft Index Units
Crew Index Units - Come right 1 line per 10kg Crew Weight.
Baggage Index Units - Come right 1 line per 5kg added
aircraft's empty
Empty Weight
Go down 1 line
Go down 1 line
per 10kg crew

Crew Ladder
Fuel Ladder
Start at the
line per 10L
Go down 1
Baggage
Aircraft
weight
per 5kg
Ladder
weight.
fuel.
z
Fuel Index Units - Come right 1 line per 10L fuel added.
-250
-250
-270
-270
-290
-290
-310
-310
-330
-330
-350
-350
-370
-370
-390
-390
-410
-410
-430 -430
-450 -450
-470 -470
-490 -490
-510 -510
-530 -530
Figure 6.3b – Blank Trim Sheet
JP-FM-10 Revision: 0 1 2 19 June 2014 Page 51 of 72

Model J120-C
7. DESCRIPTION OF AIRPLANE AND SYSTEMS

7.1 GENERAL
The Jabiru J120-C is a high wing strut braced monoplane. The aircraft layout is shown below.
Figure 1-1 Three View of the J120

Note: All dimensions in millimetres

Model J120-C
7.2 AIRFRAME
The fuselage, engine cowlings, wings, empennage, main undercarriage legs and all control
surfaces are constructed of fibreglass-epoxy resin composite. The nose leg, engine mount and
wing struts are the only large structural elements made from metallic materials. The aircraft uses
a tricycle, nose-wheel undercarriage layout and is equipped with wheel spats (fairings) as
standard equipment.
Main fuel tanks are built into the wings while a smaller header tank is fitted behind the sound
curtain at the rear of the cabin.
7.3 FLIGHT CONTROLS

The J120-C is equipped with conventional 3-axis controls; Ailerons, Rudder & Elevator. The
aircraft is also equipped with wing flaps to reduce landing speed.
The ailerons are a differential design (they move upwards around twice as much as down) to
reduce adverse yaw – the tendency for the aircraft to want to yaw right while banking left.
The wing flaps are a slotted design to provide maximum lift for minimum drag. Flaps are driven
electrically via a switch on the instrument panel.
The aircraft uses a steerable nose wheel for ground operations – the rudder pedals are
permanently connected to the nose leg so that it moves in concert. Main wheel brakes (non
differential) with a lockable park brake are provided.
The aircraft is equipped with an elevator trim system to minimise pilot loads in different modes of
flight. The system works by applying spring loads to the elevator control, holding it in place. The
trim is very positive and if necessary the aircraft can be landed using the trim as the primary pitch
control.
7.4 INSTRUMENT PANEL

The J120-C may be customised with several different instrument panels. The primary
instruments are fitted in front of the pilot while radio equipment is located centrally. A typical
layout is shown below – note that several optional instruments are fitted to this particular aircraft.
While the type, number and arrangement of the instruments in a given aircraft will vary the
general arrangement will be as shown:
 Throttles at either side of the panel
 Radio, transponder, near centre, GPS attached on top of panel
 Ignitions & start switches located in front of the pilot
 Pull controls for carburettor heat, cabin heat & choke in the centre of the panel at the
bottom.
 Compass on the wing carry-through beam above the windscreen.
 Switch for the electric flaps in the centre of the panel near the bottom.
 “No Smoking” & “No Intentional Spins” placards on panel face.
 Fuel gauge attached to translucent tank inside cabin

Model J120-C
Throttle ASI ALT Intercom COM XPNDR EFIS GPS CHT Oil P Oil T
Skidball /ETC VERT Start Flaps Carb heat, Cabin heat, Choke Throttle
7.5 FLIGHT INSTRUMENTS

7.5.1 Powerplant Instrument Markings
Green Arc Yellow Arc
Red Line Red Arc/Line
Instrument Normal Precautionary
Minimum Limit Maximum Limit Range
Operating
Tachometer - - 3300 RPM -
Cylinder Head Up to 180°C 200°C 180°C - 200°C

-
Temperature (356°F) (392°F) (356° - 392°F)
80 kPa 220 - 525 kPa 525 kPa 80 - 220 kPa
Oil Pressure
(11 psi) (31 – 76 psi) (76 psi) (11- 31psi)
15°C 80 - 100°C 118°C 100°C - 118°C
Oil Temperature
(59°F) (176° - 212°F) (244°F) (212 °- 244°F)
5 kPa 5 – 20 kPa 20 kPa
Fuel Pressure -
(0.75psi) (0.75 – 3 psi) 3 psi
Voltage - 10.5 – 15 Volts - -
Table 2.5

Model J120-C
7.5.2 EFIS & EMS LIMITATIONS DISPLAY

Where aircraft are equipped with EFIS or EMS displays, they are programmed to display
limitations and alarms etc as a part of their installation into the aircraft. These limitations must be
displayed for the aircraft to comply with its certification basis. If adjustments are required to the
displays the work must be carried out before further flight by an authorised person with reference
to the user manuals for the instruments, and the following lists give the minimum information
which must be displayed.
7.5.3 Required EFIS limitation displays:

 Never exceed speed, VNE (Red line speed, top of yellow arc)
 Maximum structural cruising speed, VC (Top of green arc, bottom of yellow arc)
 Maximum Flap Extension speed, VFE (Top of white arc)
 Stall speed with full flap, VS0 (Bottom of white arc)
 Stall speed clean, VS1 (bottom of green arc)
7.5.4 Required EMS Displays:

 RPM Red line
 Maximum continuous CHT (Top of CHT green arc, bottom of yellow arc)
 Maximum Take-Off CHT (Red line for CHT, top of yellow arc – no more than 5 minutes)
 Maximum continuous Oil Temperature (Top of oil temp green arc, bottom of yellow arc)
 Maximum Take-Off Oil Temperature (Red line for oil temp, top of yellow arc)
 Minimum Fuel Pressure (start of green arc)
 Maximum Fuel Pressure (end of green arc)
 Minimum Idle Oil Pressure (Redline & start of yellow arc)
 Minimum Flight Oil Pressure (end of yellow arc, start of green arc)
 Maximum Oil Pressure (End of green arc)
 Minimum System Voltage (Bottom of green arc)
 Maximum System Voltage (top of green arc)
Note
The display of these limitations are required for the aircraft’s certification. It does not
comply with the certification basis if these limits are missing or modified.
7.6 Engine
Manufacturer: Jabiru Aircraft Pty Ltd
Model: Jabiru 2200-B
7.7 Propeller
7.7.1 Jabiru Fixed Pitch Wooden Propeller
Model: C000262-D60P42
Type: Wooden, Fixed Pitch
Number of blades: 2
Diameter: 1524 mm (60 in)
Pitch 1067 mm (42 in)
Max RPM: 3300

Model J120-C
7.7.2 Jabiru Fixed pitch Composite Scimitar Propeller

Model: 4A482U0D
Type: Composite, Fixed Pitch
Number of blades: 2
Diameter: 1524 mm (60 in)
Pitch (typical) 965 mm (38 in)
Max RPM: 3300
7.8 Fuel
Grade: Avgas 100LL
Avgas 100/130
MOGAS with minimum Octane Rating of 95 RON1 may be used.
Do not use fuel additives such as Octane Boosters.
7.9 Engine Oil
Jabiru Aircraft approves lubricating oils of any brand name conforming to specifications MIL-L-
6082 for straight mineral oil and MIL-L-22851 for ashless dispersant oil.
7.10 Placards
The following placards are required, and are to be located in the proximity indicated. Each
placard is to contain wording conforming with the illustrations. The shape and layout of
production items may vary between individual aircraft. Consult the manufacturer for individual
aircraft placard variations.

Model J120-C
7.10.1 Cockpit Placards General

Warning Placard
P/No. 5A092A0D
Fitted on the rear Face of the Forward Wing Spar Carry-through Beam
in the Cabin Ceiling.
LSA Placard
P/No. 5A060A0D
Fitted on the rear Face of the Forward Wing Spar Carry-through Beam
in the Cabin Ceiling.
No Intentional
Spins.
P/No. 5A072A0D
Fit to Instrument Panel

No Aerobatics, No
Operations in IMC.
P/No 5A141A0D
Fit to Instrument Panel

Owners Manual
P/No 5A075A0D
Fitted to Inside of RH Door above the Door Pocket.

No Smoking
P/No. 5A035A0D
Fit to instrument panel.

Door Open LHS
P/No 5027094 OPEN
Fitted to the Outsides of LH Door Above the Door Catch Lever

Model J120-C
Door Open RHS

P/No 5028094 OPEN
Fitted to the outside of RH Door Above the Door Catch Level

Fuel Contents
P/No. 5090064
Fitted to centre of front face of fuel tank between seats

Compass Card
P/No. 5123024
Fit in compass card holder attached to compass.

Baggage
P/No. 5A037A0D
Fit to right side fuselage wall immediately below window.

Baggage
P/No. 5111154
Fit to inside of fuselage on right side just below rear quarter window.
Locate vertical line in line with rear of fuel tank.

Model J120-C
Loading
Limitations
P/No 5118024
Fitted on inside of fuselage of RHS of cabin below rear quarter

window.
Table 2.15.1
 Cockpit Controls
Trim Position
P/No. 5024094
(1 OFF)
Fit to centre console beside of elevator fwd stop, above trim lever.
Fuel Tap Position

P/No 502319N
Fitted on the centre console beside the Fuel Selector Valve
Carby Heat
P/No 5A030A0D
Fitted to lower central section of instrument panel.
Table 2.15.2
 External Fuselage
Static Port STATIC VENT KEEP CLEAR

P/No 5043094
Attach to LHS of Vertical Fin in line with Static Tube

Model J120-C
Fuel Grade- Wing

Tanks
P/No 5091064
Attach to fuselage adjacent to Fuel Filler Cap.
Nose Wheel
Inflation.
P/No. 5A017A0D
Attach to left side of nose wheel spat.
Main Wheel
Inflation.
P/No. 5A018A0D
Attach to outsides of main wheel spats
Engine Oil
P/No. 5A008A0D
Attach to inner face of door in top engine cowl.
Dipstick Inside
P/No. 5A007A0D
Fit to outside of oil door in upper engine cowl.
Door Lean.
P/No. 5A013A0D
Fit to top of doors.
Wing Bolt
Tightening DANGER DO NOT TIGHTEN
P/No 5039094
Qty 8 Required Attach to the fuselage and wings beside each wing, and lift strut
attachment fitting.

Model J120-C
Earth on Post
P/No. 5A066A0D
Attach to upper wing skin beside fuel filler earth post.

No Step
P/No. 5A006A0D
Qty 2 required. Fit to top of main wheel spats
Earth on Exhaust
P/No. 5029094
Attach to the lower fuselage on the pilot’s side immediately above the
exhaust outlet pipe.
Table 2.15.3

Model J120-C
8. HANDLING AND SERVICING

8.1 INTRODUCTION
This section of the manual provides information on how to handle and service the Jabiru J120-C.
8.2 GROUND HANDLING – TAXIING
When taxiing, it is important that speed and use of brakes be kept to a minimum. All controls
must be utilized (see Figure below) to maintain directional control and balance; this is particularly
important in windy conditions but is good practice at all times. Using the controls in this manner
makes it less likely for a gust of wind to catch the aircraft and deflect or flip it.
The carburettor heat control knob should be pushed full IN (that is, NOT selected) during all
ground operations unless heat is absolutely necessary.
Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and
stone damage to the propeller.
DO NOT accelerate over loose gravel or cinders or propeller damage will result
USE UP AILERON ON USE UP AILERON ON

LH WING & NEUTRAL RH WING & NEUTRAL
ELEVATOR ELEVATOR
USE DOWN AILERON USE DOWN AILERON

ON LH WING & ON RH WING & DOWN
DOWN ELEVATOR ELEVATOR
Figure 8-1 – Use Of Controls During Taxi

Model J120-C
8.3 TOWING INSTRUCTIONS

The Jabiru J120-C is a relatively small and light aircraft and should be towed by hand only. The
recommended method is to grasp the propeller immediately beside the spinner and tow the
aircraft forwards from there. Alternatively the aircraft may be pushed backwards by pressing
against the front of the horizontal tail close beside the fuselage.
WARNING
Do not push on control surfaces
8.4 Securing The Aircraft

8.4.1 TIE-DOWN INSTRUCTIONS
The J120-C is equipped with 3 built-in tie-down points: 1 under the tail and another under each
wing at the top of the wing strut. To secure the aircraft ropes must be tied from each of these to
hard-points on the ground.
In very exposed conditions or where strong winds are predicted it is recommended that the
aircraft be secured by a fourth point at the nose leg. Pass a rope around the nose leg within the
nose leg housing and attach to a hard-point on the ground. Nose and tail ropes should not have
slack but must not be too tight.
NOTE
Always leave sufficient slack in the wing ropes so that the ropes would not be over-tight if a tyre
deflated overnight.
8.4.2 Control Locks
In Australia it is a requirement that an aircraft anti-theft device be fitted. For the J120-C this
consists of a small padlock which is passed through a throttle shaft, preventing high power
settings being applied.
It is recommended that the crew harnesses are looped around the control yoke while the aircraft
is unattended to prevent the controls blowing in the wind.
8.4.3 Security
Whenever an aircraft is unattended it is recommended that valuables be removed or placed out
of sight if possible. Ensure that all cabin doors are locked.

Model J120-C
8.5 SERVICING
8.5.1 Fuelling
a. Ensure the aircraft is parked on level ground with the handbrake OFF – to enable it to
quickly be pushed clear in an emergency.
b. Connect the main bowser earth wire to the tip of the engine exhaust
c. Stand on a small ladder or similar so that the fuel level is clearly visible through the
filler.
d. Connect the earth wire of the pump nozzle to the earth point on the fuel filler BEFORE
removing the tank filler cap.
e. Remove the filler cap and fill the tank. Allow for expansion of the fuel: do not over-fill
tanks.
f. Re-fit the filler cap.
g. Repeat the process for the second wing tank.
h. Use a fuel tester to take samples from each wing tank and from the header tank. The
sample points for the wing tanks are on the underside of the wing near the fuselage
while the test point for the header tank is inside a small fairing under the tail of the
aircraft aft of the sound curtain.
i. Inspect each fuel sample for contaminants. Verify that the correct fuel is being used by
the colour of the sample (Blue for AVGAS 100LL, green for AVGAS 100/130)
j. Disconnect the earth cables. Stow the cables, step ladder, fuel hose and any other
equipment securely away from the apron.
WARNING
 Never fuel in an area that is enclosed or where fumes could reach ignition point. DO
NOT SMOKE or allow open flames or sparks in the vicinity. Never add fuel while the
engine is running.
 Use only approved fuel containers and never transport fuel in an unsafe manner.
 Always check for fuel contamination. Contamination is a major cause of engine failure.
The best place to avoid contamination is at the source. Once your fuel is in the
container a very hazardous potential exists. Use a clean safety approved storage
container. Do not overfill the container - allow for expansion.
 The engine is designed for use with aviation gasolines and unleaded MOGAS which
has an Octane Rating of 95 RON of higher. Be sure to use products of at least the
standard shown in Section 8.6.
 Always earth the aircraft through the Earthing Point provided at the fuel filler before
removing the fuel cap.
 Before first flight of the day, and after each refueling, use a sampler cup and drain a
small quantity of fuel from the fuel tank sump quick drain valve -check for water,
sediment and contamination.

Model J120-C
8.5.2 Fuelling – Alcohol Content Test

As the use of Ethanol in MOGAS becomes more widespread it has become difficult to be sure of
a fuel’s Ethanol content. Jabiru Aircraft recommend the following test be carried out before a new
batch of MOGAS is used.
The test uses the principle of phase separation of a water/fuel sample and agitating the sample
to induce phase separation. If alcohol is present, the alcohol combines with the water and
separates out of the gasoline.
a. Using a clear jar of about 100-200 ml capacity (ideally a long and narrow jar) add
about 10% by volume of water and mark the level of the water on the jar;
b. Add a sample of the fuel to be tested to the jar so that the relative volumes are about
10% water, 90% fuel;
c. Shake the sample vigorously and then allow the sample to settle;
d. Check the level of the “water”;
e. If the level is the same as previously marked on the jar, no alcohol is present in the fuel
and the fuel is acceptable for use;
f. If the level of “water” increases, alcohol is present in the fuel.
At the time of writing Jabiru Aircraft are delivered with an OEM fuel tester marked with
graduations for use in assessing alcohol content.
8.5.3 Engine Oil

a. Ensure the aircraft is parked on level ground.
b. Where possible, shut down and allow the engine to sit for at least 5 minutes before
measuring oil level.
c. Open the oil door on the upper cowl. Remove the dipstick from the engine and wipe
clean with a clean rag.
d. Re-fit the dip-stick to the engine. It must be screwed in fully.
e. Remove dip-stick & check the level indicated. Ensure the oil level is between the
marks.
f. If required, top up the sump with fresh oil of the same brand and grade. Note that
approximately 300ml are required to raise the level from the bottom mark to the top. A
small funnel must be used to avoid spilling oil. Alternatively, partially insert the dipstick
so that the lower end is in the engine filler tube and the upper end standing proud of
the cowl. Place the neck of the oil bottle against the stick and pour carefully: the oil will
cling to the dipstick and be guided into the engine. If required, use a rag or similar as a
wind shield to prevent oil being blown away from the stick.
NOTE
For short flights (up to 1.5 hours) it is recommended to maintain the oil level at the lower
dipstick mark as this reduces oil temperatures and the rate of oil use. Oil use varies
between aircraft however: ensure that oil is sufficient for the intended flight.

Model J120-C
8.6 APPROVED FUEL GRADES & SPECIFICATIONS

 Avgas 100LL
 Avgas 100/130
 MOGAS with minimum Octane Rating of 95 RON may be used but is not recommended
(the fuel specification placard; P/No 5091064, does not explicitly state ‘MOGAS’ because it
is not recommended).
 Do not use fuel additives such as Octane Boosters.
WARNING
For the reasons noted below Jabiru Aircraft do not recommend using MOGAS. It is
important to realise that due to the lower QA standards, even following best practice it is
still possible for a particular tank-full of MOGAS to be unsuitable or unsafe for use. Jabiru
Aircraft may choose to void any warranty for engines which have been damaged due to
“bad” MOGAS. Operators who choose to use this fuel do so at their own risk.
CAUTION
Using a fuel which is not recommended may have detrimental effects on airworthiness,
maintenance and safety.
a. Compared to AVGAS the chemical, delivery and storage quality control requirements for
MOGAS are much less stringent. Because of this, there is no practical way for an operator to
know that any given volume of MOGAS bought through normal sources will be compatible
with use in a Jabiru Aircraft Engine.
b. A large amount of testing using MOGAS has been carried out by Jabiru Aircraft under
controlled conditions and this has shown that MOGAS can be a suitable fuel. However,
experience in service where conditions are not controlled has shown it to be inconsistent and
inherently risky – contributing to many different service difficulties.
c. Do not mix AVGAS with MOGAS. The two fuels are chemically distinct and the qualities of a
mixture impossible to predict. Refer to Jabiru Service Letter JSL007 for more information.
d. Alcohol levels in MOGAS must be monitored. Operators must test each batch before use to
ensure alcohol levels are within limitations. Do not trust that the fuel is what the seller claims.
e. Further information on fuels is given in Jabiru Service Letter JSL007. Any operator
considering using MOGAS must read, understand and follow the requirements it contains.

Model J120-C
8.6.1 Fuel Containing Alcohol

WARNING
For the reasons noted below Jabiru Aircraft do not recommend using any fuel containing
Ethanol. Operators who choose to use this fuel do so at their own risk.
CAUTION
Using a fuel which is not recommended may have detrimental effects on airworthiness,
maintenance and safety.
a. Early J120-C aircraft were equipped with fuel tanks sealed using a compound which is
soluble in alcohol. Using a fuel containing alcohol in these tanks will damage the sealant,
leading to fuel leaks. Later aircraft use a sealant which is compatible for use with fuels
containing up to 10% Ethanol. Refer to Jabiru Service Letter JSL007 for details on how to
determine which sealant is which.
b. An operator planning to use any MOGAS must determine which sealant is used in their
aircraft and take measures to ensure only appropriate fuels are used.
c. Fuels containing alcohol are inherently unsuitable for use in aircraft due to the way they
absorb moisture from the air and change over time.
d. Further information on fuels – including Ethanol content – is given in Jabiru Service Letter
JSL007. Any operator considering using MOGAS or an Ethanol blend fuel must read,
understand and follow the requirements it contains.
8.7 APPROVED OIL GRADES & SPECIFICATIONS

Jabiru Aircraft approves lubricating oils of any brand name conforming to specifications MIL-L-
6082 for straight mineral oil and MIL-L-22851 for ashless dispersant oil.
Straight mineral oil must be used during the first 25-50 hours of operation for new and
overhauled engines, or until the oil consumption has stabilised. After the first oil change it is
recommended that ashless dispersant oil be used.
8.7.1 Engine Oil Viscosity Grade:

The following chart is intended to assist in choosing the correct grade of oil and must be
considered as a guide only. Multiviscosity grades can also be used.
Average Mineral Ashless Dispersant

Ambient Temperature Grades Grades
Above 35° C (95°F) SAE 60 SAE 60
15° C to 35°C
SAE 50 SAE 50
(59° to 95°F)
-17°C to 25°C
SAE 40 SAE 40
(1° to 77°F)
Equivalence of SAE and commonly used Commercial Grade designations:
SAE: 20 30 40 50 60
Commercial: 55 35 80 100 120

Model J120-C
8.8 BRAKES
The brakes of the J120-C use automotive brake fluid. Refer to the aircraft Technical manual for
details of appropriate brake fluid specifications.
WARNING:
The JABIRU uses automotive brake fluid (DOT 3 or DOT 4). DO NOT use Aircraft hydraulic fluid
(mineral based) or damage to the brake system will result.
8.9 CLEANING & CARE

Keeping the aircraft clean is important. Besides maintaining the appearance of the aircraft,
cleaning makes inspection and maintenance easier.
Transparencies: These should be cleaned carefully with plenty of fresh water and a mild
detergent, using the palm of the hand to feel and dislodge any caked dirt or mud. A sponge, soft
cloth or chamois may be used but only as a means of carrying water to the plastic. Rinse
thoroughly then dry with a clean, moist chamois. DO NOT rub the plastic with a dry cloth as this
builds up an electrostatic charge, which attracts dirt. Oil and grease may be removed by using a
soft cloth moistened with mineral turpentine.
CAUTION
DO NOT use gasoline, alcohol, Buzene, Acetone, Carbon Tetrachloride, fire extinguisher fluid,
de-icer fluid, lacquer thinner or glass window cleaning spray.
These solvents will soften and craze the Plastic.
DO NOT use a canvas cover on the windshield or windows as the cover may scratch the plastic.
Interior Surfaces: Interior surfaces should be cleaned with a soft cloth, fresh water and a mild
detergent. Volatile substances such as those mentioned in the previous section must never be
used.
Exterior Surfaces: The exterior surfaces, under normal conditions, require a minimum of
polishing and buffing.
CAUTION
DO NOT polish or buff the aircraft within the first 2 weeks after delivery from the factory as
surface treatments take up to 14 days to properly cure.
Generally, the exterior surfaces can be kept bright by washing with water and a mild soap or
detergent, followed by a rinse with water and drying with a cloth or a chamois.
Remove stubborn oil and grease with a cloth moistened with mineral turpentine, then wash with
water and a mild soap, rinse and dry as stated before.
After the curing period the aircraft may be waxed with a good quality automobile wax. A heavier
coating of wax on the leading edges of the wing, tail and on the engine nose cap will help reduce
abrasion encountered in these areas.
CAUTION
DO NOT use Silicon based cleaning materials as Silicon is absorbed into the composite
materials and may affect reparability.
Aluminium surfaces: The aluminium surfaces require a minimum of care, but should not be
neglected. Wash and clean as detailed for exterior surfaces above.

Model J120-C
CAUTION
JABIRU aircraft are designed for minimum maintenance. However, special attention should be
applied when the aircraft has been used in extremely corrosive conditions, e.g. beach landings
with sand and salt. Always ensure the aircraft is thoroughly hosed and washed immediately after
such use. Pay particular attention to wheels and external controls. Always hose down wheels &
spats after landings in mud or sand to ensure brakes, wheels & spats are free of dirt build-up.
Engine & Engine Compartment: The engine should be kept clean since dirty cooling fins and
baffles can cause overheating of the engine. Also, cleaning is essential to minimise any danger
of fire and provide easy inspection of components. Recommended cleaning procedure is lightly
spray with degreasing fluid – after sealing coils and starter motor. WIPE clean with brush and
cloth.
CAUTION
DO NOT hose engine. Electrical components may be damaged by moisture. Ensure electrical
components are protected against moisture. Caustic cleaning solutions should not be used.
Propeller: Wash with soap and water, rinse with clean water and dry with cloth or chamois.
CAUTION
Do not use a wax based substance as this would make it almost impossible to refurbish the prop
if needed at a later stage.

Model J120-C
9. SUPPLEMENTS
9.1 FLIGHT TRAINING SUPPLMENT
There is no separate FTS for the J120-C. Refer to the normal and emergency procedures
detailed above for handling & operating recommendations.
9.2 INFORMATION FOR THE OWNER

9.2.1 IMPROVEMENTS OR CORRECTIONS
In the interests of product development, we encourage owners to make suggestions related to
design improvements. However, the final decision on their adoption or otherwise rests with
JABIRU AIRCRAFT Pty Ltd.
Any issues or corrections required of Jabiru publications are requested to be passed on to Jabiru
in writing to incorporation in subsequent revisions. Emails to info@jabiru.net.au are
recommended.

Model J120-C
9.2.2 CONTINUED OPERATIONAL SAFETY REPORTING

The owner/operator of a LSA is responsible for notifying the manufacturer of any safety of flight
issue or significant service difficulty upon discovery. The following proforma may be used:
Date:
Aircraft Model
Aircraft Registration
Aircraft S/No.
Engine S/No.
Details of item:
Name of Reporter:
Preferred Contact
Details of Reporter
9.2.3 OWNER CHANGE OF ADDRESS NOTICE

Each owner/operator of a LSA is responsible for providing the manufacturer with current contact
information where the manufacturer may send the owner/operator supplemental notification
bulletins. The following proforma may be used & sent to Jabiru Aircraft at info@jabiru.net.au or
the contact details given in Section 0.3.
Aircraft Model
Aircraft Registration
Aircraft S/No
Previous Owner:
New Owner:
Contact Details of
New Owner

Model J120-C
9.3 SUPPLEMENTS
This section consists of a series of supplements, each being self contained and providing details
and procedures associated with the fitment of optional and special purpose equipment.
Each supplement contains a brief description, and where applicable, operating limitations,
emergency and normal procedures, and the effect on aircraft performance. The data contained
in a supplement adds to, supersedes, or replaces similar data in the basic POH when operating
in accordance with the provisions of that supplement.
The Log of Supplements shows the CASA Approved Jabiru Aircraft Supplements available for
the J120-C at the date of publication of this POH. The Log of Supplements page can be utilised
as a Table of Contents for this section. A check mark () in the Install column indicates that the
corresponding supplement is incorporated in the POH.
It is the owner’s responsibility to ensure that new Jabiru Aircraft Supplements received after
receipt of the POH are recorded on the Log of Supplements page.
In the event that the aircraft is modified at a non Jabiru Aircraft facility through an STC or other
approval method, it is the owner’s responsibility to ensure that the proper supplement, if
applicable, is installed in the handbook and the supplement is properly recorded on the Log of
Supplements page as amended from time to time.
9.4 LOG OF SUPPLEMENTS – JABIRU AIRCRAFT SUPPLEMENTS

Applicable to aircraft serial number J120-C ______________
Install Doc. No. Title Date

J 120 POH - Rev2

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THIS DOCUMENT MUST BE CARRIED IN THE AIRCRAFT AT ALL TIMES

THIS AIRCRAFT MUST BE OPERATED IN ACCORDANCE WITH THE APPROVED

ANY PERSON FINDING THIS MANUAL IS REQUESTED TO RETURN IT TO JABIRU

Record of Manual Revisions

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0. INTRODUCTION ........................................................................................................... 0-5

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7. DESCRIPTION OF AIRPLANE AND SYSTEMS.......................................................... 7-52

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0.2 SUPPORTING DOCUMENTATION

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0.3 MANUFACTURER DETAILS

Jabiru Aircraft P/L

0.4 STANDARDS LIST

Continued Airworthiness The continued airworthiness of the J120-C is monitored by Jabiru

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0.5 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

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General Airspeed Terminology and Symbols

 KCAS: Calibrated Airspeed expressed in knots.

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 IAS Indicated Airspeed: the speed of an aircraft as shown on the airspeed

 KIAS Indicated Airspeed expressed in knots.

 VA Manoeuvring Speed: the maximum speed at which application of full

 Airfield Pressure Height – The height registered at the surface of an aerodrome by an

 Wind – The wind velocities to be used as variables on aircraft performance are to be

Aircraft Performance and Flight Planning Terminology

 Demonstrated Crosswind Component – The crosswind component, during take-off and

Weight and Balance Terminology

 Moment – The product of the weight of an item multiplied by its arm.

 Index Unit – Moment divided by a constant. Used to simplify balance calculations by

 Centre of Gravity (C of G) – The point at which an aircraft would balance if suspended.

 Maximum Take-Off Weight – Maximum weight approved for take-off.

 Maximum Landing Weight – Maximum weight approved for the landing.

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0.6 USE OF METRIC/IMPERIAL UNITS

1 Pound (lb) = 0.4536 Kilogram (kg)

0.7 WARNINGS, CAUTIONS & NOTES

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1.1 LIGHT SPORT AIRCRAFT NOTIFICATION

Maintenance cannot be supervised by the manufacturer. Maintenance requires extreme

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1.2 ABOUT THE JABIRU J120-C

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1.3 OWNER/OPERATOR RESPONSIBILITES

1.4 J120-C PERFORMANCE AND SPECIFICATION SUMMARY

SPEED KIAS ASI MARKING REMARKS

Stalling Speed (VS0) 47 Lower end of white arc in Landing Configuration

Note: Refer to Section 5.4 for conversion to Calibrated Airspeed (KCAS).

2.1.1 ASI Markings:

2.2 AIRCRAFT SERVICE CEILING

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2.3 LIMIT LOAD FACTORS

2.4 FLIGHT OPERATION LIMITATIONS

Manoeuvres in the course of normal flying are approved.

2.6 POWER PLANT LIMITATIONS