ieadave

My A&P has felt for years that balancing the prop digitally on the plane was a major help protecting Jabiru engines from sheared flywheel bolts. Jabiru did finally issue the SB for the lock washers but I still think a proper prop balance is a major " must do" for flying over scary landscape. I've done a balance twice over 8 years when the engine had internal work done. I've Just finished a major repair on a second Jabiru powered plane with broken flywheel bolts and the last work before test flight will be a prop balance before it flys again. Just my opinion. Dave

I have my A&P balance my prop anytime work takes place and the prop comes off. Anyone flying behind a jab should fly with the prop balanced while on the plane. Smooth! The results will let you sleep better at night. Spend the money and use a pro. Dave

Wht egt temps were you seeing there in St Lois Dave?

Dave

Dave, the earlier Jabiru engines had a " drip oil feed " system to the rocker chambers, supplied via a small dia. metal pipe to a rubber T piece located externally between the cylinder heads. The oil made its way to the rocker shaft to lubricate the bushes, and the oil vapor in the chamber tended to lubricate valve springs etc. The mod introduced on the later engines is more conventional, in that the oil is forced up the hollow push rods to the rockers, flowing to the bushes and shaft under pressure. This mod can be done to older engines like mine ( #2787), but involves a fair bit more work and expense. I have elected to stick with the original system that works O.K.for me. As I indicated in my earlier post, I always remove rocker covers when changing oil to (a) ensure oil getting into chamber and (b) make sure there is no indication of overheating (metal discolouring etc.)..... Bob

Sorry I don't get on this site often. I monitor the yahoo " jab/camit " site.

Bob. What rocker lube modification are you referencing? Have I missed a service bulletin somewhere?

Dave

That is in part (at least) a recognition that there is a legal difference in status: Jabiru ( or specifically, Aerotec, it's engine company

CASA is responsible for aviation matters in Australia. Many Jabiru engines are found in SLSA aircraft manufactured outside of Australia. Separate and independent from SLAS are Jabiru engines flying worldwide as experimental. Data is data and to be useful statistics must be determined though the whole production line. I don't think we will ever get a full picture. Do SLSA failures happen behind Jabiru engines outside of the shores of Australia? You bet they do! Do they get reported to the proper authorities? Maybe no maybe yes. Many NEVER get reported back to Jabiru Australia because of poor responses. As I read what is happening in Australia, CASA is limiting ( and rightly so) it's study and to review of national data. Here is my question: of the total production run how many Jabiru engines were exported beyond CASA authority? How will other regulating bodies react to the events playing out in Australia?

Dave

Ok folks, let's get back on track. My qestion is simple. How many faulty clips have been sent out for rebuilds and repairs that would not show up in the service bulletin listing?? Does Jabiru have any inventory control to verify other faulty clips shipped?

80 hours or so after the rebuild (due broken through-bolts - see previous posts this thread) my 2.2l Jabiru engine has crankcase-fretting, oil seeping out from the front cylinder bases, and pretty clear evidence of impending through-bolt failure. It's heading back up the road to Bundaberg for yet another visit to the doctor.There must be a single word to describe how I am feeling at this time, but the English language appears curiously deficient in the precise term which adequately sums up my present state-of-mind.

D10.

Thanks for responding. Now another question. If a factory-rebuild is $11500 Aus. Why was your bill $5500 plus. Were you still under warranty on the original? For your information my engine has hydrolic lifters.

I have a question regarding rebuild, zero timing, and warranty on rebuild by the manufacture.

I fly a S LSA (Indus Thorpedo) in the states. Last October I experienced a full inflight engine failure returning to my home field from a cross country flight. Fortunate for me I was able to make an on field landing. I had the #2 exhaust valve fail at 293 hours on the 2200 engine ( 22A.2128). There is no need to go through the causes except to say the aircraft did not have egt gauge only cht's. I will never fly behind a Jabiru again without a complete set of egt gauges, I think that these gauges should be mandatory on any aircraft. My engine was out of warranty at the time of the incident.

JabiruUs ( the largest stateside Jabiru agency) broke open the case and told me the case was shipped to Australia for inspection and re bore. Recently I was told that the west coast dealership returned from Australia with tools to allow Jabiru engines to be re bored now in the US and my case is being reworked in California. Prior to the necessary tools coming to the US all cases had to be shipped to the factory for such work. JabiruUs is prepared to rebuld the engine for return to service. I hope to finally see the rebuild completed in a few weeks. I have been down now for seven months. For you chaps close enough to do business directly with the factory I have the following questions:

1. When a Jabiru engine is factory rebuilt what type of warranty does the company offer?

2. How does the factory price out a rebuild and the zero timing on a returned damaged engine?

3. I am depending on the authorized Jabiru agent and going through the agent regarding any matters or issues on this engine.. .but I am becoming curious about who your deal with directly on matters concerning engine repair or rebuild at the facory.

Engine now at Jabiru's engine shop. Waiting for results of tear-down. May I respectfully suggest anyone who experiences such a failure please return the engine to Jabiru...only by examining lots of such cases will their technicians be able to isolate the cause(s) and come up with a fix. We all want these engines to make their 1000hr Top End times.

I fly behind a Jabiru in the US and have never heard of this capping the exhaust after flying. Never, ever, where do you find is requirement and recomendation in Jabiru literature?

Just wondering.

Dave

Hi,

Just found your group while doing a Yahoo search on Jab engine failures. I recently had an in flight catastrophic engine failure resulting i a dead sick landing...thankfully on field. I'm looking for data and information regarding the loss of an exhaust valve and destruction of the engine. I'm located in the USA and will post sometime in the future, and in the proper forum, a full report of my adventure. My interest is understanding the factors which underlined the loss of the engine. 2200A engine. 290 hr. on the engine.

ieadave

USA

Thorpedo SLAS