ROGER.G

My kit was delivered in 2000, so it is an early model solid lifter engine. At the time, I seem to recall Jab advertising the weight of the 3300 engine as 70kg, 'lighter than a Rotax'. This probably did not include the exhaust system, and the early engines may be lighter than the later hydraulic versions. When I completed the build, the aircraft was professionally weighed, and the verdict at that stage was that is was nose heavy configured 2POB with no fuel (my tank is behind the seats, no wing tanks), and I was directed to instal 6kg of lead in the ventral fin. It was in this configuration that the C of A was issued. A couple of years down the track I had a think about this additional dead weight in the tail, and decided to relocate the battery from the firewall to the back of the luggage compartment. This had the desired result, and I could dispense with the ballast. I honestly don't know what the manufacturers specifications are for the later Jab engines, I do know that one of the advertised differences between Camit and Jab is that the CAMIT has heavier cylinders. The flywheel attachment of the Camit is also significantly different to the Jab (heavier) and I also assume that the 40 amp alternator is heavier. What I can confirm with absolute confidence is that with the old engine, the weight on the nose leg was approx 65kg. With the Camit installed, this had jumped to 83kg! This was not some sort of aberration or my eyes reading the scales wrong, it took noticeably more effort to lift the front of the aircraft to move it around. As for the desirability (not) of adding ballast to the extremities of the aircraft, probably a good point. But this was how my aircraft was granted it's C of A in the first place, so we are back to square 1 in that regard. I am trying to think of a way to relocate the battery further rearward and maybe ditch some of the lead, but it's a bit difficult without interfering with the structure, and that is a no-no. Anyhow, all this does not seem to have made any difference to the handling. I don't know about spins, they are prohibited!

I have just installed a CAMIT into my SP6, and did so on the basis of an assurance by Camit that their engines are NOT regarded as a Jabiru and are therefore not subject to the restrictions. As an aside, the engine is performing well, but the installation in an early model SP was not as simple as a quick unbolt/rebolt replacement. There are enough differences in the shape of the cylinder and head finning to render the Jabiru cooling ducts useless for a start, the CAMIT is 10kg heavier than the Jab, which totally upsets the C/G and 6kg of lead now resides in the tail of my bird to compensate, the Camit alternator is wired totally differently, etc etc.

Leaking exhaust flange gaskets (cured by replacing the system with the later gasket less exhaust system) and re-shaping the underside of the cowl to create negative air pressure at the outlet were the big cures to my temp problems. If your jab has the 'lean' carb needle modification, I believe that can cause problems too. I'm surprised that it actually gets hot enough over there to make anything overheat!! Good luck.

Hi Taine, I too took a lot of time to come to grips with finals in my Jab and still do the odd drunken landing. These little buggers can be a bit of a handful! Co-ordination of rudder and stick is not as intuitive as riding a bike, just stick with it and if you find you are getting frustrated don't persevere, just leave it for another day. When you finally nail it it is a great feeling Roger.

Hi Alan, the interesting thing about these early pommie Fords is that just about everyone has had some sort of association with one at some stage in their life. Some good, some not so good! Roger.

So you had a few Prefects, did you not learn after the first one! I think there are still quite a few around in back yards, but you don't see too many on the road these days, in fact I cannot recall seeing another E93A on any of the rallys I have attended. Mine is a 1939, Australian body which makes it a bit different, pre-war models are a bit thin on the ground and I believe 39 was the only year that they were made in Aus. Travels quite well at 75 to 80km/h, would go quicker, but takes a bit of holding on the road! Nevertheless it is a lot of fun. Cheers, Roger.

Will do Chad, I have noticed the other two Jabiru's, a J230 and J160? Mine is located in one of the hangars opposite Aviskills, will be interested in comparing notes on the Jabiru experience. Roger.

Thanks to all those replies, I am a bit new to this forum business, so bear with me! Lyall, I recognise your Jodel from last weekend at YQDI. I am the guy with the Ford Prefect, and intend joining your club. The Jab is my home built effort, lots of hours spent sorting the engine issues (among other things) which many other Jab owners are probably well familiar with.

Hi there, I own a Jabiru Sp500, based at Tamworth airport.