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

Mid 1200's (f) in Summer heat up to low 1300's. When fall and cool weather comes I'll go over 1400 if I don't pull carb heat. Cht's have never been an issue since day one. Always within 10 degrees and some time within 3 degrees or even match. CHT's in the 240 (f) range. I was flying only with a full set of CHT gages only before I dropped a valve infight at 295 hrs. Never never ever fly with out a full set of CHT and EGT gages. Jabiru should have made a full set of EGT/CHT's mandatory from year one. I'm in the Midwest and fly mostly under 6000 feet. I also draw my carb air into standard Jabitu air box from under the bonnet. I found this better than tubbing it in from the out side. Dave

Thanks. My #22++ 2200 has been through a series of upgrades including hollow push rods over the last few years since my infight loss of a valve at 295 hrs and damage to my case. I now have 470 hrs and still struggle keeping keeping egts in line especially in cold weather. When the fall temperature goes south of 50f or lower I'm pulling on carb heat to stop egts going over the top at 2900 rpm. If your engine was #2787 wasn't it hydrolic like mine or are you flying a 3300? 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

Oscar. Please explain Aerotec for the benefit of this discussion. Who holds the Intellectual Property Rights on the Jab engine?

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?

What has happened regarding your engine since this post? Dave

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.

Any news or update yet??

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