jetjr

Camit never made the claim. Reality is they did make hundreds of similar engines and after Jabiru went a different course they fixed a few things What badge on the outside doesn't change the fact solid lifter engines were pretty good and had more flight time than many others including new Gen 4 Jabiru. We all want 10,000 fault free test hours but few small volume builders can afford it. R&D and test hours combine. Fast release to market makes early adopters the test mules.

If something has been improved, isn't that a good thing?

No idea but was interesting that it wasn't the ones I expected

I sat the test, just passed, recieved a, little confusing screen, saying the mark I achieved, at least one email saying I'd passed, a further email confirming this. Checked my profile online and was there. Also was able to see questions I had got wrong somewhere. Honestly I thought it was well done and not easy by any means. At the least it shows those looking to maintain its a serious thing and the info is out there

Could be very valuable to a owner of a certificated model

There aren't any new 3300 cases so won't have much choice.

Reads nice but a few implications, would appear no easy upgrade from current setup, especially for 2200 owners Will need full rebuild or newey.

Additional Information on the Generation 4 Jabiru Engines:- Firstly, there will be no increase in price for the new engines. The 2200 is AU$15,950 inc gst and the 3300 is AU$20,900.00 inc gst There have been 1,300 flight hours performed during development of the engine, plus the mandatory 200 hour endurance run for the ASTM standard. We have one 3300 and two 2200 Generation 4 engines in aircraft at the moment and one Generation 4 3300 engine waiting to be installed in a new factory built J230 that is currently on production. To answer the question we have been asked on the sealing of the heads. The head is screwed on to the barrel similar to Lycoming and Continental except that we also have 4 long through bolts which are terminated in the cylinder heads. This in effect seals the heads to the barrel as well as the thread and holds the cases together. There is no periodic maintenance required on these bolts. Pistons have been redesigned to suit the different expansion rates of the aluminium cylinders. The flywheel assembly has been redesigned to reduce its rotational mass. The connection to the crankshaft is a nil maintenance item. Oil consumption is dramatically reduced. Our experience to date is that it is not necessary to top up the oil between oil changes. This is due to running much smaller clearances between the pistons and the barrels. This is possible because the barrels expand away from the piston as the engine heats up. The alternator is ventilated to improve cooling. We have an improved system of clamping inlets and exhaust pipes to the cylinder head using a heavy o-ring on the inlet and a circular section copper ring on the exhaust with a single 4 legged clamp, similar to motorcycle practice. The Generation 4 engines retain the valve relief pistons, roller follower cam and double valve springs however the camshaft on the 2200 is not interchangeable with Generation 3 engines as the cylinders have been made identical. The cylinders for the Generation 4 engines now fit both 2200 and 3300 engines. Previous generation 2200 engines had left and right hand cylinder heads. The bore, stroke and compression ratio have not changed. The weight is slightly less than the current engine.

There weren't many problems with solid lifter versions, and they were similar to CAE engines and the basis for later releases . Most serious issues started, including newly discovered harmonics, with the introduction of hydraulic lifters. A Jabiru designed upgrade and this point is where the two companies designs deviated. CAE were also building engines and parts to very high standards and to cheap prices. Yet to see if Jabiru can maintain that situation. Hoping they can.

You might have missed that much of this thread is years old Camit have plenty of hours including hundreds of solid lifter Jabiru engines in service and on second lives. Whatever the sucess or problems with this Gen 4 engine, it is all Jabiru owners have as an option going forward. CAE are gone and Jabiru have chequered history introducing new components and design features into their engines. They also limited experience manufacturing parts for them in house. This new engine has to go well and meet expectations. Owners are hurting badly.

Maybe but with historical valve/guide issues it was a nice feature to remove and replace separately, also didnt interfere with case tensions, bearing clearances etcetc when work required on a head.

Few plating issues in small run production. Not easy I believe Jabiru through bolts wont break anymore now harmonics sorted............. Last pic I saw had two extra bolts in heads. 4 bolt version did not do very well however heads are a thread/shrink fit like other aero types now too I think. Guess you can remove head separately anymore

Yeah among other benefits but it's very hard to get right in small batch production If it's Nickasil "like" it may or may not have the same attributes They are cast alloy cylinders anyway aren't they?

Jabiru have the opportunity for a price reset in addition to having to find new manufacturers probably more expensive If the have orders and wait lists there must be pricing

Fuel vapourizes the same no matter what aircraft its put in. The Jab limit is because of material it's made from. Ask them. Plenty of other reasons to stop when it gets that hot though.

Looks like Gen 4 3300 is pretty much a Gen 3 with new heads and cylinders Any word on where cases, cranks and other parts coming from?

The temp limit wasn't for engine cooling, many can handle high ambient no problem Hot conditions lead to turbulent air and very rough flight Don't learn much and can break confidence struggling with these conditions

The issue is that the GRP Jabiru are made from begins to loose some strength over certain temps. It isn't much until quite hot but 38 is the number selected. This related to new aircraft and would allow for Tarmac heat soak etc Fact is over time structure gets stronger and less prone to heat softening. I have flown some little aircraft over 40 deg days and it's awful. In saying that it's cooled to 35 at around 2000 ft Other reasons not to be up there than a POH limit.

Not to do with currency but there are some freight forwarding companies in US that can help save freight costs on multiple small orders, OPAS being one You get a personal US PO box, you order and send all your stuff to it, within US is often free from supplier. It also works with evey online shop you can see with no International problems. Upon your instruction they collect several items, can even unbox and compact into one carton then send via FedEx or whoever Have to watch value though as combining orders can tip you over $900 limit for AU gst.

When almonds young they are green peach like fruit and they can tear it open. Not always eating the nut itself. Most damage Ive seen is from various parrots - all protected natives of course - and they easily crack shell open. Almonds not that tough They use plenty of quads and shotguns but try writing a SWMS for this activity. Let alone problems they face if a bird actually gets shot. Some of these orchards are thousands of hectares and lots of these around. Couple of points to disagree with you Bruce, young Ag pilots looking for hours are quite cheap and Id reckon a larger drone inc operator way more cost per hr than a old Warrior.

AT 802 and others way more efficient, rotary and drone simply don't have capacity or speed. Cost per ha would be huge and way too slow. Helicopters used where powerlines or topography prevent aircraft or ground application

Spraying from drones especially helicopters very limited and expensive. Only feasible where aircraft cant do it. Not much aerial application in horticulture anyway. except maybe Bananas?

Unless the farm owns the aircraft - none I know of do - it would be illegal otherwise Its usually a paid service (commercial) and keeps junior ag pilots busy The ones I know of at least

Good advice Pilots doing bird scaring work would always have low level endorsements,plenty of experience and often Ag rating or working towards one.

Often corellas and cockatoos, very smart and take some moving. Doubt a UAV would do it unless a big one Also short run times would be a problem. If birds arent kept moving they return in minutes and you start again. Be surprised if it hasnt been tried though