Our Journey
Genius is 1% inspiration and 99% perspiration
Ambitious Beginnings
1988 – 1991
Rodney Stiff (engineering) and Phil Ainsworth (sales) worked at Toft Brothers developing and selling Cane Harvesters in Bundaberg. In early 1988 they formed Jabiru to develop a highly efficient, composite-designed, light aircraft and set to work.
Getting off the ground
1990 - 1994
The team starts to grow. John and Don start as employees #1 and #3, only retiring 25 years later. A fresh faced young bloke named Jamie starts as employee #2.
After four years the Jabiru LSA 55/2K model aircraft was type certificated by the Australian Civil Aviation Authority under an Australian standard (CAO 101.55) similar to the later introduced USA/FAA Primary Category.
The type certificate was awarded on 1 October 1991, but only one month later the Italian engine manufacturer (IAME-KFM112M) advised that it was ceasing aircraft engine manufacture. Relying on their previous experience in the sugarcane harvesting equipment industry, Rod and Phil decided that here was a significant opportunity to develop lightweight aircraft engines in the 30-120hp range.
In an intensive research and development program the Jabiru 1600cc engine was developed over a period of 18 months. In March 1993 this new engine was approved by Australian CAA for installation in Jabiru aircraft. 54 x '1600' powered aircraft were manufactured over the period April 93 to March 96.
Jabiru displayed their aircraft and 1600 engine at Oshkosh 94. The reception of both products was very encouraging and also highlighted the need for a larger capacity engine.
Taking on the world
1995 - 1999
The 2200 engine development commenced immediately and that engine was first displayed at Sun ‘n Fun 1995. 24 were released to the market in September 1995.
After a further display of the aircraft at Sun ‘n Fun 1995, Jabiru decided to offer the Jabiru aircraft as an Amateur-built or Experimental Kit. An intensive program ensued wherein a kit constructor’s manual was developed from the company’s existing aircraft QA manual. In June 1995 Jabiru shipped its first Kits to the USA. FAA formally accepted the Jabiru SK airplane as eligible for airworthiness certification under FAR 21.191 (g) on 8 February 1996.
During 1997, a Jabiru model (Jabiru UL) was developed to meet the 36 knot European requirements. This model has an extended wing span and extended fuselage.
1998 was a big year with the Jabiru LSA55/3J and the 2200J engine obtaining CASA Type certification in April and the 3300 engine was released.
Sonya joins the team in the front office.
Awards Season
2000 - 2004
International expansion approvals followed. August 2001 saw the acceptance by South African CAA of Jabiru aircraft models J200, SP, UL, SK and J400, engines 2200 and 3300 and Jabiru propellers.
With growing export markets Jabiru Aircraft Pty Ltd was awarded Winner of Small to Medium Manufacturer 2002 and Runner Up Exporter of the Year 2002.
Pam, Robyn, Dan and Kody join the team.
The Peak and the GFC
2005 – 2009
Rod Stiff acquired 100% ownership of Jabiru on July 1, 2005.
UL-D UK Microlight Type approval was gained in October 2005 and was followed by J160C Type Certification in December 2005. Croatia provided a Type Certificate in 2008, the Chinese CAAC followed in 2009 with Indonesia close behind.
Recognition of his contribution to Australian aviation was given to Rod with the presentation of the Order of Australia Medal in 2006. Global recognition followed in July 2009. At a ceremony held in Oshkosh, Rod was awarded the Dr August Raspet Memorial Award for outstanding contributions to the advancement of the design of light aircraft and the Experimental Aircraft Association. The first non-American to win the award.
In 2006, the 1,000th Jabiru was delivered to Cliff Banks of Sun Centre Ultralights and the Jabiru facility at Bundaberg was doubled in size with a new building. In 2007 and 2008 Jabiru reached a peak production producing airframes at the rate of 20 per month and engines at the rate of 90 per month. Significant outsourcing had always been a key part of the affordability of Jabiru products. Part manufacture had been outsourced to small contractors in the Bundaberg region and eventually airframe production was established in both South Africa and Australia of airframes with CAMIT making the engines.
The impact of the Global Financial Crisis (2007-2009) and the slow financial recovery beyond, had a significant impact around the globe, with sales of new engines and aircraft coming virtually to a halt. The decision was made to cease manufacture of airframes in Australia and rely on the South African producer. At the same time, CAMIT, who had invested significantly in machinery and facilities to manufacture engines, decided to manufacture their own version of the engines and compete with Jabiru.
Chris comes on board and Sue joins the family business.
Pushing Forward
2010 - 2014
A slow recovery ensued with a keen eye to the export market. Canada issued Type Certificates in 2010 along with certification of the J230D in South Africa.
The Jabiru composite propellers were released to the market in February 2013.
A few days before Christmas 2014, based on data reported by the ATSB in a report entitled “Engine failures and malfunctions in light aeroplanes”, CASA placed significant operational limitations on Jabiru engined aircraft.
Alex joins the engineering team.
The Troubles
2015 - 2019
CASA Reg 292/14 came into force on 23 December 2014, placing significant operational restrictions on Jabiru engined aircraft and requiring students and passengers to sign a form which included the words “I ACCEPT THE RISK OF BEING INJURED OR KILLED …”. The impact on business relying on Jabiru products was immediate and devastating. This naturally flowed through to Jabiru’s own business.
The restrictions remained in place until 1 July 2016, when a new regulation was released that lifted the restrictions, on condition that the manufacturer’s maintenance schedule was followed and three specific manufacturer’s service notices were incorporated.
No other National Aviation Authority placed restrictions on Jabiru products.
CAMIT went into receivership in 2016 and Jabiru brought the production of engines back in house. Robin, Ted, Trevor and Tony build a world class machining and engine shop. Jabiru allowed its CASA production certificate to lapse.
From 2017, Jabiru moved away from certificated approvals, adopted ASTM specifications and self certification as its foundational processes and focused sales on the Light Sport and Experimental categories.
Rebuilding
2020 - 2024
In 2020, Jabiru felt first the whispers and finally the full brunt of COVID-19. From a business perspective the impact on supply chains both in terms of lead times and shipping costs were significant and changed the business again.
Shipping costs meant that distributed international supply chains no longer made as much sense and Jabiru re-built the team, lead by second generation Jabiru staff, and started manufacturing from tip to tail once more. Shane and Tye, second generation Jabiru staff, rebuild the capability in the composites shop.
On 4 May 2023, Rod finally took a break and handed the reins over to Mick Halloran and a few months later, the FAA released its notice of proposed rulemaking for the MOSAIC program, a change which would allow all of Jabiru’s fleet to be delivered as factory built.
Around the same time, Jabiru signed a contract with the Defence Innovation Hub to develop a logistics drone capable of carrying 50kg over 150km. On a Saturday, 16 months later, the first controlled flight of the JCQ50 was achieved. A short 25 years after Jabiru’s original first flight.
In 2024, Jabiru was granted an EATP grant to develop the Jabiru Electric Motor for crewed and uncrewed vehicles. Another first flight awaits.
Jabiru has positioned itself to be a global leader in aircraft and propulsion for payloads between 50kg and 500kg, whatever technology or regulation comes our way. We are looking forward to the next 35 years.
The Engine Story
In 1988, when Rod Stiff and Phil Ainsworth set out to develop light aircraft, it didn’t take long to realise that the engines available to power a 400kg aircraft, weren’t overly reliable.
It’s company folklore that the KFM engine that powered the first 20 Jabirus went out of production one month after the CAA approved the design. On the flight home from Italy, having failed to convince KFM to continue production, Rod pulled out his notebook and designed the 1600 engine. Fifty-four were delivered, before it became clear at Oshkosh ‘94 that customer demand would require a larger engine.
The 2200 prototype borrowed heavily from the 1600 design. Castings and forgings were replaced with machined components using the relatively new CNC processes and automotive parts were used extensively to keep the cost down and ensure there would be a ready supply of spare parts.
An important design change was to increase the number of bearings so that there was one between each of the crankshaft throws. This solved the problem of the 1600 crankshafts failing regularly at 400-700 hours.
The first batch of twenty-four GEN1 engines were released to the market in 1995 and was an immediate success. The design changes around the crankshaft and camshaft worked a treat. The move to machined componentry meant that the design could evolve rapidly and small continuous improvements to the engine were the order of the day. As engines returned to the workshop for servicing or overhaul, they were upgraded to the latest standard.
Probably the single biggest issue in becoming an engine manufacturer is maintaining a stable supply chain. When the Tasmanian piston supplier, ACL, changed hands in 2002, the new international owners weren’t keen on supplying to the aerospace industry and Rod suddenly found himself having to become a piston designer. Many iterations and improvements over the years followed.
3,027 GEN1 engines were manufactured in both 2200 and 3300 series, making Jabiru the only Australian company to have made more than a thousand aircraft engines.
In 2006, a new iteration of the engine was introduced. Flat faced hydraulic lifters were introduced to remove the need for tappet adjustments and reduce the maintenance load.
Unfortunately, broken through bolts started appearing which was puzzling because they were theoretically amply strong. After increasing the size of the through-bolts and making other changes to the design, the penny dropped. The newly designed crank case turned out to have a natural frequency that aligned with the crankshaft and through bolts. The resulting vibrations reducing their life expectancy significantly. In 2012, the GEN3, introduced roller cam lifters to improve the wear performance of the cams. The crank case was redesigned to remove the vibration issue and this improved the durability across the engines.
Despite these issues, Jabiru persisted in investing in the engine program and continued to support the engines. Maintenance and modification programs were introduced and these engines continue to be operated safely. In the end, 3,107 GEN2 engines and 445 GEN3 engines were manufactured in both 2200 and 3300 series.
Released in 2017, the GEN4 engine was the accumulation of 26 years of Jabiru developmental knowledge and experience. It represented the accumulated technological advances alongside everything we had learnt about being able to build an affordable aircraft engine, in low volumes.
The GEN4 incorporated the collective experience of 6,500 engines in the field and included many of the improvements that were designed through the GEN 1,2&3 engines. Given the maturity of the design it allowed us to go back to casting and forging components to reduce weight, complexity and cost. The changes carried forward from the GEN3 included roller cam hydraulic lifters, double valve springs, hardened top spring washers, valve relief pistons and pushrod oil feeds.
Another import advance was the introduction of Engine Management Systems which provided data from engines in the field and allowed us to more rapidly identify issues and provide solutions. These changes provide us the tools to continuously improve the reliability of Jabiru engines.
To date, 650 GEN4 engines have been manufactured. That’s over 7,250 engines delivered to over 50 countries around the world and we aren’t done yet.