jaybee258

I am having trouble understanding how the standars hydraulic disc brakes self adjust. The small pad is floating and slides along two tube guides on a pair of bolts. The other pad appears to be bolted directly to the caliper with a second pair of bolts and has no adjustment. One one wheel, this fixed pad is catching slightly on the disc and gets hot. On the other wheel, there is 1mm of gap and runs freely, but this does mean that when the brake is applied, the whole calliper body twists slightly.I feel that the caliper should be sliding on the second pair of bolts, but there is no adjustment there. They could be just seized up or I am just missing the point.

 

Thanks in advance John

I am having trouble understanding how the standars hydraulic disc brakes self adjust. The small pad is floating and slides along two tube guides on a pair of bolts. The other pad appears to be bolted directly to the caliper with a second pair of bolts and has no adjustment. One one wheel, this fixed pad is catching slightly on the disc and gets hot. On the other wheel, there is 1mm of gap and runs freely, but this does mean that when the brake is applied, the whole calliper body twists slightly.

I feel that the caliper should be sliding on the second pair of bolts, but there is no adjustment there. They could be just seized up or I am just missing the point.

Thanks in advance John

Great to hear some good Jab news here. I would like to add to it with 560 hours of fault free cruising. My Jab 2200 is in a Savannah and cruises at 2000rpm, 75mph and 10l/h one up. I know everybody does not agree, but in my view, low revs equals low wear and a longer life. Once people start taking the heads off and fiddling, the troubles seem to start.....

Well I am off to sleep so I can get up at 5 to set off and collect my Savannah from ICP. Finally the day has arrived and I will get my grubby little hands on the biggest airfix model I will ever build, cannot wait to get home and start unpacking. I will upload pictures of the more interesting bits in due course.

Well I am off to sleep so I can get up at 5 to set off and collect my Savannah from ICP. Finally the day has arrived and I will get my grubby little hands on the biggest airfix model I will ever build, cannot wait to get home and start unpacking. I will upload pictures of the more interesting bits in due course.

I am near to Geneva in the Pays de Gex. I was hoping one day to fly to the UK and the club is keen to organise it, so we will have to see. I spent most of my formative years in Doncaster (I know its not always considered proper Yorkshire) Lovely part of the world round you.Are you happy with the Savannah? What about the Jabiru? I like the idea of the Jab, but round here I would be banished for such a choice. I cant wait to get started and have so far lined up all I need apart from the kit. I know I am doing things back to front but circumstances and exchange rates dictate.

I love the Savannah. It is like a real traditional aeroplane with all that aluminium and rivets. It is so easy to fly but a bit more power would be nice and a good safety reserve, particularly near mountains. With our eco-prop, the Jab only revs to 2800rpm, and that is not the full 85hp. More revs on a different prop would give more power and more fuel consumption. The Jab has done 500 hours in 4 years now and has been pretty faultless apart from the tendancy to overheat on long climbs ( eg for crossing the channel, and circumnavigating Mount Blanc, or climbing up to Alp dHuez) . I understand that Camitt, the subcontractor for Jabiru who make the engine have gone bust. So there will be no more Jab 2200 engines

You are very brave starting to build a Savannah. It looks a lot of work, but a very nicely made kit. Hope you get it flying soon. Ideally, you need to be able to have access to a completed one to look over from time to time. Big help

welcome John, you would be welcome to call in on your way to the alps. Where in Yorkshire are you based? Hoping to get my Savannah kit before the end of the year and may well end up building most of it in the house and not the garage as originally planned. Looking forward to seeing the improvements you make and hope you find what you need for the cooling problem.

Sadly flying to France is getting harder. No more Abbeville with its blind calls and customs, and no transponder requirements

Friends had their Jabiru UL out today, and were running it at fairly high speed along a runway with the top cowling removed. They did not fly it.

 

We got seven new Club Members today,. . . two flight students, who had no Idea that there was actually a flying Club on the site and the instructors never told them. . . ( ? Odd, as there is a 2400 x 1200mm sign board on the gate, which I have pictured on this site before [ only cos I made it. . .] ) These folks just happened to 'Pop' in, and my mate Mad Bob took four of them ( Two youngish couples ) up in his MW6, charged them precisely nothing for the privilege, and they were so grateful that they joined up immediately. . . there was another couple, one of whom was having a flying lesson, and Bob flew his ladyfriend too. . .

 

( He is always happy to have a lady between his legs apparently. . . ) so we did OK today for new blood. There are too many Old Farts at our field, we need some younger people involved.

 

This is the way to do it. The weather was utterley crap, 500Ft cloudbase, . . Viz 4 NM. . .but it was lovely, Calm and WARM ( 17C ) Still. . .this is the UK. Innit ? . . .

You might try wrapping the muffler in a blanket too. Try a shop that sells turbochargers for the blankets, Maybe they sell the material, I don't know.

i've got an Jab oil cooler you may have

I think I will try a bit of repositioning of the existing one first. Things are very tight behind the cowl air inlet at the front

I found the pix, JB. Just behind a hot muffler, side on to the airflow. I don't think I've seen a worse location for an oil cooler. Could you rotate its mount thru about 90 degrees and add a shroud down to the exit? That way air would be sucked thru it. Trouble is, by the time air gets to that spot, it's already heated to about 60 degrees or more.Alternately, there seems to be some spare room on the lower LHS just in front of the firewall. Perhaps remount the cooler there with its own air inlet and outlet?

Thank you for those thoughts. In rotating it by 90 degrees, do you mean to lower the front of the radiator and keeping the rear of it fixed? That would lower the rad so that it just started to protrude below the skirt of the cowl. The exhaust pipes are a bit in the way for anything less. Am I right in thinking this would be in an area of maximum flow out of the engine bay? What about the cool airflow passing around the outside the cowl? I guess the radiator does not want to be too low.

UK weather is cool now, and the radiator does not warm up much now, and probably more by the exhaust than any hot oil. I have ordered digital thermometers so I can monitor anything I try in addition to some pressure differentials across the radiator

Many thanks

Interesting reading for those of us who are new to this topic. I would be interested to read a similar history from CAMit. There are always two sides to a story and a lot goes on behind the scenes and we never understand the logic of some big decisions .

Interesting problem you have there, JB. This forum has several threads about cooling J2200 engines, and the oil cooler in particular. Many aircraft I've looked at were designed around a Rotax and rely heavily on liquid cooling taking away much of the engine heat. They often have pretty ineffective oil cooler installations. Some have no ducting to speak of, with the oil cooler just hanging wherever they could fit it. Sounds like yours isn't getting enough cool air and maybe it needs some work on the ducting downstream to ensure enough air gets sucked thru it.Can you post a couple of piccies? There are heaps of us on here who have some experience of getting the oil cooler sorted. (My own J2.2 is now running max 150 CHT on climb, 130 max on cruise and the oil stays on 85-90C.)

Interesting problem you have there, JB. This forum has several threads about cooling J2200 engines, and the oil cooler in particular. Many aircraft I've looked at were designed around a Rotax and rely heavily on liquid cooling taking away much of the engine heat. They often have pretty ineffective oil cooler installations. Some have no ducting to speak of, with the oil cooler just hanging wherever they could fit it. Sounds like yours isn't getting enough cool air and maybe it needs some work on the ducting downstream to ensure enough air gets sucked thru it.Can you post a couple of piccies? There are heaps of us on here who have some experience of getting the oil cooler sorted. (My own J2.2 is now running max 150 CHT on climb, 130 max on cruise and the oil stays on 85-90C.)

Interesting problem you have there, JB. This forum has several threads about cooling J2200 engines, and the oil cooler in particular. Many aircraft I've looked at were designed around a Rotax and rely heavily on liquid cooling taking away much of the engine heat. They often have pretty ineffective oil cooler installations. Some have no ducting to speak of, with the oil cooler just hanging wherever they could fit it. Sounds like yours isn't getting enough cool air and maybe it needs some work on the ducting downstream to ensure enough air gets sucked thru it.Can you post a couple of piccies? There are heaps of us on here who have some experience of getting the oil cooler sorted. (My own J2.2 is now running max 150 CHT on climb, 130 max on cruise and the oil stays on 85-90C.)

Interesting problem you have there, JB. This forum has several threads about cooling J2200 engines, and the oil cooler in particular. Many aircraft I've looked at were designed around a Rotax and rely heavily on liquid cooling taking away much of the engine heat. They often have pretty ineffective oil cooler installations. Some have no ducting to speak of, with the oil cooler just hanging wherever they could fit it. Sounds like yours isn't getting enough cool air and maybe it needs some work on the ducting downstream to ensure enough air gets sucked thru it.Can you post a couple of piccies? There are heaps of us on here who have some experience of getting the oil cooler sorted. (My own J2.2 is now running max 150 CHT on climb, 130 max on cruise and the oil stays on 85-90C.)

The sump is not finned and there is no room for the oil cooler at the front.

I am not sure which way the air is supposed to flow through the cooler, but I think downwards by looking at the tiny bit of dust in the cooler.

Thanks

Hi Guys. Sorry to be useless here, but could someone just clear something up for me. Jabiru first made the 2200 which had various problems. Camit have more recently been making an improved version of the engine, which this thread is about. Do Jabiru still make their version of the 2200?

Thanks

Hi John and welcome. I'm a relative newbie here, but the sun comes up in NZ before Oz, so I'm first off the blocks.I'm currently building a Savannah S, and this site is a goldmine of information, pics and live help.

You will find a huge amount of solid user info on Jab engines here too.

 

You certainly sound like you travel.......you'll fit right in....)

Thank you guys for your ideas. I will take some piccies and post them here which I think will be most useful.

Also, I plan to do some more accurate oil and air temperatures across the oil cooler. This could take some time as weather in the UK Pennines has been poor for some time now, but will be a great excuse to fit in a few short flights with added interest

Some interesting thoughts there about airflow. There are just the two inlets on the cowl for the two engine air ducts. The airflow over the cooler will be controlled by the exit air

Thanks DrZoos

Lots of interesting stuff there. I will measure air pressure each side of the oil cooler to see if there is any flow of air. Also air temperatures at the same points. I do not think there are many Jab 2200s in Savannahs to learn from

Good thoughts

I need to contact the BMAA too to see if there are any Mods approved to improve oil cooling

We have a Jab 2200 powered Savannah VG and it has always had a tendency to overheat. The CHT was the main problem until I modified the cowl to make a better fit with the engine. The oil overheating is more difficult, and occurs on any long climb of say +3000' in the summer. The oil cooler is mounted just behind the exhaust silencer box. I attached 2 temperature sensors to the cooler inlet and outlet, and there was only a few degrees temp difference. The cooler seems to be doing almost nothing. We have a TOCA fitted. Also, something which seems unusual is an Airplast prop which is set very coarse for economy. It cruses at between 2000 and 2400rpm. Max rpm is about 2600. We are getting plenty air into the heads now. Just need more airflow over the oil cooler. I understand the 3300 in the Savannah has the cooler mounted in front of the sump. Anybody out there with a 2200 and oil cooler?

With the TOCA and good airflow over the oil cooler, I feel that we could be in the enviable position of having a Jab 2200 which does not suffer overheating

We are a UK microlight on 450kg.

Thanks guys

Hi Guys

I'm new to this web site and it seems like a source of fascinating reading and useful information. I ended up here because I was trolling the internet for ideas for our Savannah. Being joint owned, it is not that easy to just dive in and make improvements to the plane, but this one has been bothering me for a while. We have a Jab 2200 powered Savannah VG and it has always had a tendency to overheat, as I think most of them do. I think the problem can be solved, but it is probably not the best place to post this question in this forum, so I will do that too elsewhere.

The welcome bit.. I have shared ownership of a Jab 2200 powered Savannah VG 450kg microlight. Based in the UK in Yorkshire. We bought it at 11 hrs on the clock, it is now 500 with no major problems. Anybody else with a Savannah in the UK?

I have been qualified about 4 years now and touched Scotland, Cornwall, Scillys, Lundy and a couple of trips to France and the Alps.... I don't do bacon buttie runs. I don't do big airfields and radio fuss. Blind calls are my limit

I love the guy who is building a Savannah in his lounge. Well done that man, and it is a flat too!

Savannah John