deadstick

Here's a pic of an attempt to modify the cooling ducts to incorporate the cylinders its a few pictures in, it looks like its fitted with an aero injector and notice the fuel pumps missing. http://cgi.ebay.com.au/ebaymotors/HIGHLANDER-LSA-FIREWALL-FORWARD-JABIRU-3300A-120HP-similar-to-ROTAX-912-914-/251628226875?pt=Motors_Aircraft&hash=item3a9636093b&forcev4exp=true

I noticed a drop in static compression (prop pull through) with the new pistons, although I like the quality of the item the flycuts required smoothing on the radius's before install. Interestingly and something minor,,, on all the Jabiru engines I've top-ended or rebuilt the old CHT ring under the spark plug setup has shown signs of leaking and never have I seen one with the plug washer removed to equal the install height of both plugs. Might be minor but attention to detail is a requirement with this power plant in my opinion. I recommend removal of the CHT plug rings and fit them to the small hole between the plugs if you get the chance. Another common find is out of round cylinders, leaking exhaust flanges, loose rotors in the distributors, loose high tension leads, untreated corrosion ( prop flange is the most prevalent ). I am crossing my fingers that the latest round of upgrades will increase the reliability of jab engines, however I think they need to make the cooling setup bullet proof for each installation and cool the cylinders as well.

Daffyd, during the cooling tests were the barrel temps ever monitored? The reason I ask is that every jab engine I have overhauled showed signs of cylinder out of round, blued heat indications and the pistons showed heating around the ring lands. Also was an air dam cooling setup tested as this is what is being used in the states and South Africa I beleive. Cheers...

Well we're talking about the old 3300 in my J230 here, Oscar:- not sure where you are getting your info from but the factory were supplied with logbooks EMS data etc, the damage to the bottom end was as the factory put it due to the old thru bolts allowing fretting of the cases and the new ones (SB) closing the mains gaps to min tolerances. The thermal runaway incident had never been explained but one of the Jabiru techs (Don) thought it may have been due to an air leak where the intake runners meet the plenum as he had seen this exact problem before, the abnormal cylinder wear was attributed to the bottom end damage. It certainly is hard to be across every aspect of operation with these engines especially in a school environment where other people are flying it, however this is one of the reasons why I fitted the 12 channel EMS system of which no over limits were recorded before that day, the other reason was that testing revealed that the single CHT was not up to par with different cylinders hotter under differing circumstance's. In all accounts the engine was running very well and gave no indications to the abnormal wear in the bottom end until it was stripped, ( I still have it in a box ). Further the insurance company replaced this engine and attributed the other damage to a manufacturing flaw ( Legal:- engine was never fit for purpose). This was the first Jabiru engine that the assessor had seen in his 30+ years in aviation, had never seen a main bearing eat a crankshaft before and was shocked with the lobe wear on the camshaft in such a short time hours wise. The unwillingness to share EMS data that you elude to:- Completely different incident and I was willing to share up until I started getting differing opinions and multiple accusations and it became clear that Jabiru were just looking for a way to blame me rather than helping me. This was the strange problems associated with 4 cylinder heads on my J160, all heads had signs of cracking between the intake and exhaust runners, one had dropped a valve seat at idle and all within 250 hours of a factory 'top end', I downloaded the EMS data on an old laptop at the time of removal and it showed no over limit indications but the laptop subsequently crapped itself (convenient I know), Sue woods was very interested and at her request I forwarded the heads but due to geographical distance (1000 km) I could not get the data again until in the area. In the meantime I was fobbed off, Instead of working with me I started getting accusations and differing reasons why until finally after multiple requests an email from CASA and ultimately a legal letter from my solicitor to have them returned so I could get an independent inspection carried out I was given a one sided and rushed engineering report, (of which by the sounds of it you have been privy to). Ultimately I was fed up and frustrated with the factories lack of assistance with an engine that had been plagued by problems since its top end and was tired of the finger pointing when all I wanted was some help, so no I did not forward the data, however as you have indicated previously and I agree, the heads could be manufactured from a much better medium and given the EMS data not indicating an over temp I have come to suspect the cracking may have been from shock cooling from the flying school and hire environment, but I am certainly no metallurgy expert having only a 2 week intro when studying NDT. I also forwarded the pictures to Ian for info. Sure you can say that its maintenance, I didn't do this or didn't do that but fact is both engines were maintained by the book and with the advice of the factory at every turn backed up with EMS data and documented condition reporting! I am not one eyed and can forgive most and love the plane when its all going good before all this I was the most vocal supporter of the product and didn't believe other peoples first hand accounts, but slowly I had to pull my head from the sand. In 20 years of aircraft engineering I have never seen an engine with a guarantee that you will need to fix something before overhaul I am counting the days until I can fit a reliable and trustworthy power plant that isn't so delicate by all accounts. The latest roller cam engine seems to be a good product, however under 50 hours on it at the moment and I went to get in on Friday and could smell fuel, pulled the cowl and the mechanical pump screws had come loose allowing fuel under gravity to leak everywhere, this would be catastrophic in the air and I cant believe they aren't lock wired or even locked. Defect report being prepped for CASA.

Gandalph, a spade is a spade is a spade! LOL it would be bad enough for someone to have a serious lack of any credibility, the ability to tag on other qualified coat tails and a superiority complex! but then we have Oscar! gimme a break his personal attacks on people deserve a little bit of comment!

Oscar, Frankly champ, I don't see the Ian Bent that I know having anything to do with a nasty piece of work like yourself, but by all means name drop till the cows come home little buddy or should that read wee mate?

Nice Bike Bex

Oscar, Its funny that being the Jabiru aficionado that you are, you attack Bex's statement on port heat as Jabiru themselves have contradicted your statement! sigh! again again!!!!

L4 tickoff? wow the dizzy heights! ( heaven help the poor unsuspecting punter). LOL its not a simple tickoff pal! cause as you said Darren is meticulous. I suspect he wont be impressed with your pages of documentation or testing but will ask himself, why?. I've got nothing to fear 'D.B'! Darren recently reviewed my L2 and L4 privileges as well as my ongoing 'in conjunction' part 66! but whatever! I've met your type plenty. sigh again!

Wow, And I'm sure Darren is looking forward to the condescension I mean meeting! LOL. Special meetings with the Tech manager to go through your photos, videos and repair logs! Your faint grip on reality is as you put it in a previous post, laughable or hilarious! I'm not sure why you would want to waste the tech managers time to go through your logs, etc unless its for some self gratification or confirmation that your repairs are legit! If its the latter I thought you were the 'bomb digity' when it comes to aircraft! Especially Jabiru's.... Not much Darren could tell you that you don't already know, right? Cant wait to see this jabiru of yours in the flesh! must be special!!! sigh...

These are the ones I use 12-01060 from here:- https://www.aircraftspruce.com/catalog/topages/compExt.php

An old collegue of mine had sweaty hands and was doing a leakdown on an IO360, steel prop slipped and cut his shoulder open along a 20cm line to the bone. As AVOCET says have a friend hold the prop, I do the leakdowns on Jabiru's solo but anything with a larger piston becomes a handfull and easily a life threatening situation. Respect that prop! on a side note I once had an aircraft owner at a club and his wife walk over and start talking to me leaning on the prop and so on, even though I wasnt working on engine at the time I reminded them how dangerous the prop is and I'm not comfortable with them standing in the arc, they were about 2 meters away when the starter relay failed internally and the engine started cranking! only way to stop it was to diconnect the battery! Turns out Jabiru recalled that brand of starter relay due to issues like this! very close call for them and a great reminder to me, never ever get complaicent with that prop!

There’s two different types used in aviation, one has what is called a master orifice, you must use this type to check a continental, however either type is fine for a Lycoming. Aircraft spruce sell 20cm long adaptors that screw into the spark plug thread and have an air fitting on the other end, every time you Leak test a jabiru use 80PSI, and in order of service I suggest you run the aircraft up to warm, check your figures ie idle rpm, full static rpm, voltage etc and write them in the book, then de-cowl and drop the oil, whilst the oil is draining start your leak down ( never do a leak down cold) as you can hear air leaking passed the rings better with the drain plug out. Expect greater than 70/80 if its lower than start looking for an explanation ie hours on engine etc, if its approaching 60 find the issue before further flight. I once got a reading of 40/80 from a J230 that had just flown in for its 100 and the engine was still running fine with a slight lope at idle, (valve seat) you could hear it when pulling the prop through.

looks like the wing 50 meters behind it wrapped around an old tree

Hi Robinsm, I understand what you are saying and yes basic maintenance is a given in those circustances however the dual/independant inspection is there as a last line defence to the human condition. no need to use it on everything however if you changed an elevator for example I would think you'd get a mate or other pilot to check it out. Dont think your personal standards are being attacked and from what you say are quite high, but see it for what it is a barrier against finding out you missed something once your in the air. I am constantly amazed at what can be picked up, once I certified an aircraft ready for flight after working on an engine just basic stuff, but due to stressfull cercumstances in my life at the time I had told myself that I will place a second on almost everything, anyway I get this phone call asking weather I was testing the airflow under the cowl as I had left all the baffles off, massive forehead slap and then realisation that I am human like all the stories CASA and any other human factor agency had passed on.

Mriya :- spot on. As a rule You can use a dual inspection anywhere you like, for instance if you are performing a task for the first time, are tired or have other things stressing your life self regulate and just write the job up for a dual inspection. Depending on the task you can be specific for example on a flight control surface or cable adjustment I write the following as an open entry after I sign for the Job:- Dual/ independant inspection to be carried out on elevator assembly and control rods post installation, for correct assembly and locking, range and freedom of movement and operation in the correct sense. Its generally not hard to find a competant person( could be the pilot) in most cases. Things to apply a second inspection to are listed in the ops manual, but a general rule of thumb is, would it be catestrophic if this item, were to fail and over the years I have seen some near misses due to someone not writing a second inspection up. I beleive the Tech manager is being Pro active and tackling issues before they become one, however it appears the crash at Moruya may have been a defining case for improved understanding of this requirment that applies to all categories of aircraft.

Another often overlooked mode of failure with the bowden teleflex style of cables are at the ball end, it is advisable to place a washer larger than the spherical bearing on the outside to prevent the cable from sliding over the bolt head if the bearing fails.

Woah big fella! I love the airframe loath the engine! Good on Rod for his initial input and I'm sure he's had a few pats on the back in his time. Good luck with yours once ya get it back together, but as you have said previously it will have a lot of non Jabiru fixes incorporated won't it? Fact is for me mate, I was sold two lemons and treated like a lepper! So I will react accordingly with justification when needed. Now time for an ale me thinks!!!!

Lol, sorry Tom, rant is focused on the engine! I love the airframe, albeit not of Rods design but wouldn't be here without his initial throuput. ( I have been known to rant ) so when ya bringing that Rotax powered beast up Tamworth way, would love to see it in person!!!

Hmmm, this is a grey area it seem's as there is confusion in the industry at the moment surrounding the fitment of Cammit parts sourced through them not jabiru, on CASA type certified aircraft. Advice that I received from CASA listed, design engineers was that yes the same part number components can be fitted to C model 24 registered Jabiru's. Info from 2 independent sources however only verbal and not written.

Hey Dafydd, the roller cam engine in my 230 looks to have the larger flanges? may be a visual illusion but I will measure them and see.

Motz, any chance you could reuqest a few pics of the thru bolt and nut config as well as the barrel base flanges pleae? The latest config barrels have a thicker flange and the thru bolts are larger to stop this, so if its latest spec I am now worried about my planes all over again or should I say more.

We aren't looking at barring ton tops, we are actually up near mount sandon.

A Morgan type I'm told.