- 430 UL Empty Weigth -- Ian, 07:01:28 02/09/10 Tue (196.200.105.136)
Hi All,
Can someone please tell me what the typical empty weight of a 430 UL is, I am looking around with a view to buy one but would like to confirm this detail first to ensure that I'm looking in the right direction.
Regards,
Ian.
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- Oil Pressure -- Mick, 23:25:06 02/06/10 Sat (217.43.82.133)
You may remember my oil pressure problems I posted last year. Basically I lost nearly 20 psi at 2,500 RPM when I removed the oil cooler and sandwich plate.
Roger suggested it may that the loss of pressure was due to leakage between the crankcase halves and I may improve things if I fitted a 3300 oil pump. Roger kindly loaned me one and I tested it today.
It seemd to work, here are my results:
My previous oil pressure readings with oil cooler in circuit, average 85 deg C oil temp and measured at pump port
were:- IDLE - 32 psi 2,500 - 55 psi
Pressure readings with cooler/sandwich plate removed and measuring pressure at gallery and pump ports simultaneously (gauges within 2 psi of each other) :-
IDLE 2,500 RPM
Gallery port 14 psi 30 psi
Pump port 17 psi 34 psi
With 3300 pump
Gallery 22 psi 48 psi
Pump 26 psi 51 psi
So, looks like the 3300 pump is giving me at least 14 psi.
Big thanks to Roger !
Mick
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- its today -- Murray Flint, 17:49:09 02/06/10 Sat (86.168.210.177)
Happy birthday Uncle Vic
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- Fuel Tax -- Vic, 07:51:02 02/04/10 Thu (82.21.104.66)
Got this in a email today, thought some of you might want to sign.
When VAT was temporarily reduced to 15%, the Chancellor added 2% duty to fuel to offset the reduction in tax collected from motorists. Now that VAT has been increased to 17.5% again this hidden tax has not been removed - hence recent rises in your fuel costs. Sign the petition at the link below to have this stealth tax removed!
http://petitions.number10.gov.uk/DutyReduction/
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-
Photo window -- Rolf Hessen, 21:56:15 01/31/10 Sun (213.184.221.113)
I try again, so excuse me. I want to mount a photo window. Is there anyone who can give me some tips on how I can get one. Thanks
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- Ethanol -- Howard, 16:55:53 01/31/10 Sun (91.110.170.95)
I have it on very good information from a friend who works for Shell that the EC recently made Ethanol mandatory for Mogas in UK ,
Yesterdays purchase at my local garage tested positive ,
that is from Elesmere Port Refinery so expect it for 100miles radius from there.
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Replies:
- Re: Ethanol -- Bob P, 18:29:21 01/31/10 Sun (84.92.114.48)
- Re: Ethanol -- Howard, 20:15:36 01/31/10 Sun (91.110.225.231)
- Re: Ethanol -- Bob P, 22:06:50 01/31/10 Sun (84.92.114.48)
- Re: Ethanol -- Howard, 07:16:44 02/01/10 Mon (91.110.217.21)
- Re: Ethanol -- Howard, 10:46:35 02/01/10 Mon (91.110.180.138)
- Re: Ethanol -- Howard, 11:05:40 02/01/10 Mon (91.110.180.138)
- Aviation Insurance -- Keith Betteley, 12:53:41 01/23/10 Sat (86.138.94.84)
Following recent info on this site relating to insurance issues,I have just received a very competitive quote from EmeryLittle ins Brokers for my J400,which undercuts Traffords by the best part of £200.
Has anyone who regularly reads or contributes to this site had any dealings or know of anybody with info on them.
As insurance is one of the largest costs involved in our pastime the relaying of crucial info may hopefully help to reduce this outlay somewhat.
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- New Jab Chat for Jan 2010 -- Nick Good, 23:12:00 01/22/10 Fri (86.143.180.53)
Folks, A new Jab Chat newsletter has been been hatched down-under at Bundaberg - here.
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- Tecnam/Jabiru 2200 cooling -- Nick, 10:18:43 01/22/10 Fri (89.127.170.190)
A question for any Tecnam drivers on here -
How do Tecnam manage to run the 2200 without an oil cooler and keep all the temps under control? Is there any fancy ducting, or is it just down to good cowling airflow design?
Are there any other cowled a/c that run without a cooler?
(Yes, I know Mr. Jabiru says it will void your warranty)
Nick
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- PROP TAPE -- Graham, 11:19:27 01/21/10 Thu (88.110.36.88)
As a point of interest,how many of you guys use prop tape?
I have been using it for about 10 years - ever since flying in heavy rain wrecked the prop.
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- Jabiru Engine for Sale -- Bob P, 23:57:00 01/18/10 Mon (84.92.114.48)
Just found the following advert on www.afors.com.
-------------------------------------
SALE £5250 ovno Views so far = 388
Jabiru 2200A engine available complete with standard prop flange, ram air ducts,carb and starter.
A new engine would cost nearly £9500.
Engine time just under 800 hours, recent (25 hours ago) cylinder head overhaul and new oil pump. This is a solid lifter engine with the later 40mm Bing carb.
Just removed from accident damaged Rans S6ES aircraft, minor (engine was not turning) shock load inspection completed by Skycraft (UK Jabiru Agents)
Can bee seen running on the test bed if required.
Call 07983 724680
Contact David Almey Contact Details Dave
----------------------------------
PS If you know anyone looking for a second hand Rotax 582 engine (11 years old, only 95 hours from new)I have one for sale. See AFORS for details.
Cheers
Bob
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- Mogas & J400 -- Martin, 09:21:09 01/11/10 Mon (95.144.145.121)
Now that the LAA have cleared the J400/3300 to run on Mogas, I'm trying to establish whether my wing tanks have the old caramel coloured tank sealant or the new white colured tank sealant.
I thought it would be obvious but the tanks look predominantly white/cream coloured but have what I can only describe as light brown 'streaks' across the base of the tank.
Does anyone know when Jabiru changed to the new type sealant and, if you have the old style, whether there is a published procedure on how to reseal the tanks to protect against alcohol in Mogas?
Many Thanks. Martin
(My kit was purchased from Jabiru in early 2005).
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- Charge light -- Alan, 11:41:50 01/06/10 Wed (84.93.56.143)
My charge light is on all the time now.
I fear I may have blown the rectifier by overcharging the battery after a failed cold start .
Is the battery charger the likely culprit.I have used it before but didnt have a problem.I think I had it set to a low charge rate tho.
So Halfords battery charger attached all looking good.
Next day went to field pulled out the jab and it started first time .Big smile on my face till I saw the red light didnt go out .
Could it be anything else ?.
How can I check ?.
Anyone got a spare regulator (rectifier) to sell me .
Opinions appreciated.
Alan
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- Cold weather performance -- Nick, 20:48:13 12/31/09 Thu (86.40.198.8)
There are now a good number of Jabiru 2200 engines flying in Xair Hawk microlights. During the current cold weather, a couple of us have noticed a definite decrease in performance with lower static and WOT rpm.
Surely more dense air gives better lift, prop thrust and engine power? In my case the loss was about 150rpm, weather sunny with temp of 3-5*C and a fairly similar dewpoint. Electric carb heat was in use, fuel was freshly purchased and non-ethanol as far as I know. This decrease has been consistent over 3 flights totalling 4.5 hrs over the last 2 weeks. Engine is #2955, carb settings as supplied and up to now the engine rpm/CHT/EGT have been within JSB018/3 spec.
Are we missing something and is there a simple explanation?
Nick
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- All the best for Xmas -- Howard, 09:49:24 12/21/09 Mon (91.110.170.226)
Vic all the best for Xmas and the New Year, to you and all the family , Thanks for all your work on the forum very much appreciated ,Happy Xmas Howard
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- Cold Start Problems - an ongoing issue -- Roger, 05:40:52 12/19/09 Sat (91.85.130.20)
Over the years I have worked on the Jabiru engine, I have noticed a trend common to engines with chronic cold start problems. With these engines, the choke linkage (a Jabiru add on) restricts the choke from operating even if the choke lever is pulled fully open. If your engine has this restriction, it will be starved of fuel and IT WILL NOT START. You can confirm this by visual inspection and if you check a spark plug it will be dry.
Once you have identified the cause, the fix is easy. For those not familiar with the Bing carb, I have uploaded pictures at yahoo mail to show the workings of the choke, the restriction and the simple modification that is required. If the restriction is removed your engine (if in good condition – see below) will start without the need for any primer system, preheating or frustration.
With reference to the pictures:
The choke system is a separate fuel system that is ‘activated’ when the butterfly is closed and the choke selected open. Air is drawn from a bleed off on the side of the carb wall and combined in a small mixing chamber with fuel that is drawn from a separate ‘reservoir’ in the fuel bowl. Fuel can only be drawn when fuel bleed holes within the mixing chamber are aligned. If the choke is restricted then these holes will not be aligned properly and no fuel will be drawn up into the mixing chamber. In the pictures the bleed hole should be at the 6 o clock position to be fully aligned.
While you are looking at the carb is it worth dropping the bowl to check for evidence of water. There is a reaction between water, fuel and aluminium which will congeal and harden over a period of time. If this happens at the entrance of the choke reservoir, fuel to the choke will be restricted. A typical sympton is that the engine will fire briefly and stop and then be reluctant to start thereafter. I have included a picture of a bowl contaminated with water.
In the context of above, a good condition engine is one that
has 4 good compressions (sucks fuel from the choke chamber)
idles evenly at 800 rpm (correct setting of the butterfly)
achieves WOT without hesitation (good mechanical condition)
drops about 50 – 75 rpm when carb heat is applied at WOT
(mixture setting about right)
runs slightly rough when choke is selected at 2000 rpm
(choke is working)
With the choke now fully working, a start procedure that works for me is:
Throttle Closed
Choke FULLY OPEN
Electric pump On
Hand swing the prop 5 blades (with the restriction removed you will be priming the carb)
Start
Additional Notes;
Ice build up in the carb (particularly uncowled engines) will melt when the engine is shut down after a long taxi in. The water will find its way into the bowl and eventually restrict the choke reservoir inlet. A good practice is to run the engine briefly at 2000 rpm with the carb hot air selected On to clear the ice before shutting down. If you have an electric heater leave it On until shut down.
If you enlarge the choke jet at the bottom of the fuel bowl in attempt to get more fuel to the choke system, the fuel consumption will rise and the engine may run rich.
There is a small hole ¾ the way up the small pick up tube in the choke reservoir. Stopping this hole with a sleeve will help with cold starts but again the engine will run rich (don’t ask me why).
Jabiru’s solution to overcoming the choke travel restriction is to insist on a minimum of 300 rpm during start up. Nothing wrong in that because at that this rpm the suction is strong enough to bring the main idle system into play. However, in cold weather the battery is at its most vulnerable and if the fuel system is not 100% the rpm will very quickly drop below 300 rpm. You will then be left with no alternative but to remove the cowling, charge the battery and warming the engine. In the cold weather this is no fun.
I would like to wish you all a very happy christmas and many happy starts for the new year
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- Engine cut -- Rolf, 23:02:28 12/16/09 Wed (213.184.221.113)
I am interested in whether anyone has experience with trying to do an engine cut in the air, turn off the magnets. Will the propeller still windmill and start the engine when the magnets are turned on again? I assume that the indicated air speed will be about 80knot during the experiment. Are there any issues that may arise during such an experiment? I guess the fuel pump and carburetor heat is on. Why? I would like to experience how things work in such a situation. Of course I will try this on short final for the first time with a good height to be sure to reach the runway ....
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- it's that time of year again -- Murray Flint, 20:21:37 12/16/09 Wed (86.164.101.33)
Murray & Caroline would like to wish everyone a very happy Christmas & blue skies for the new year.
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- New Liverpool owner -- Jeremy Metcalfe, 09:12:30 12/16/09 Wed (95.147.172.202)
I just want to thank all those kind people who offered to help the new owner of my Jabiru to rig it if it had been transported there from my base in Kent by road.
In the event we had a break in the weather and he and his flying instructor were able to fly her to Liverpool in 2.5 hours last Wednesday. Thank you all so much.
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- J430 wingtip height -- Roger (..a potential owner.), 13:30:44 12/15/09 Tue (92.29.88.42)
I was wondering if one of you kind J430 owners, next time you're down the airfield, could measure the height from the ground to the highest point on the wingtip. It's a measurement not in the spec sheets. I am likely to be looking for a J430 early next year - but need to know if it will fit in the hangar before getting too involved and excited about the prospect!
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- Eurostar wing failure -- Graham, 11:57:56 12/13/09 Sun (85.210.62.84)
Hi folks
I don't know if you have been following the events of the Eurostar crash in Switzerland and the subsequent findings of the investigators, but it makes very sobering reading into the conditions and the way we fly, plus the trust that we all put into the suppliers of the raw materials and the manufacturers of our kits.
The Eurostar is a well-known and very popular aircraft and I would have considered very safe up until now. But I think that the findings of the Switz regarding this accident may well have ramifications for us all.
At the very least it is likely to have significant implications on the 100 or so Eurostars flying in the UK.
You can read the full report at:
WWW.bfu.admin.ch/common/pdf/u2053_e.pdf
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- Flying Control Anchor Points -- Roger, 07:19:27 12/02/09 Wed (82.152.202.110)
On the last 3 jabiru inspections I have done, each showed a deficiency on the flying control anchor points. One had the wrong bracket installed and was not properly seated and loose but the others were just loose. In the last 2 cases, torquing up was sufficient but, just in case the nylock nuts were not doing the job properly, the nuts were changed as well. I have some pictures but have no idea how to load them up.
The Jabiru Bulletin on this subject is fundamentally flawed in that it suggests to the reader that the problem exists because of intitial build error ie incorrect brackets used and incorrect installation.
However, field experience has shown tiem and again that these brackets are getting loose over a period of time and the flaw in the bulletin is that it does not recognise this fact.
At the very least, owners should visually check that both halves of the brackets are fitting flush on the cable. There should be NO gaps in the seating or where the bolts are torquing down the brackets and there should be at least 2 threads showing. One area to watch out for are the aileron anchor points in the wing. This area has been stiffened by a sandwich of ply which over a period of time and exposed to damp conditions will soften. Just like the prop, you should check the bolt torque every spring and autumn.
Please remember that even well secured anchor point brackets can get loose over a period of time.
Winter is here. Dont forget to inhibit your engine if you are not going to fly for any length of time. I inhibit engines with a mist of inhibting oil in the barrels and valve chambers and this definitely does the job well. I have some aerosol cans of this stuff but unfortunately they cannot be sent by post so if you want one drop in when next in the area. Clean and adjust your carb set up to the latest configuration to overcome difficult cold start problems.
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- Mick's Barrel Base Nut Question -- Roger, 06:20:29 12/02/09 Wed (82.152.202.110)
ust in case you still need the check procedures.
The purpose is to see if the engine is getting tight due to barrel distortion resulting in increased friction between barrel and piston.
1. When the engine is cold hand swing the prop and make a note of the ease in which the prop rotates.
( Note: if the engine is tight when cold then there is another problem)
2. Run the engine for 2 minutes at 1200 rpm and shut down
3. Hand swing the prop immediately after shutting down the engine. If the engine has got appreciably tighter then the barrels are distorting.
Your engine would benefit from the barrel base nut modification and re-torquing.
If you are undertaking the job then when the heads are removed use a hot air gun to heat and individual barrel while rotating the propeller. Note the increase in friction as the barrels/pistons get 'ouch' hot. If you release the torque on the barrel base nut of that cylinder you will note that the engine frees up immediately.
When you have completed the 3 modifications and re-installed the barrels to the block do the 'hot air' check again. The barrels should remain free.
Dont attempt to dremel the chamfer. It is not an elegant solution and can cause more trouble than you have already.
The coating on the nuts and the AN bolts come off immediately you use the hardware. Dont be afraid to chamfer the corner of the nuts and skim a fraction of the flange if it does not wind down true. Not sure where this corrosion scare comes from but from my experience of dismantling scores of engines including those uncowled ones, corrosion of the nuts are the last of your worries in this context. If you dont like removing metal then buy a 25% more and chose the best ones. The hot air gun check after barrel installation will give you an idea as to whether the job has been done properly.
Dont have a problem with the washer solution but it is one that Jabiru Pty are reluctant to do. If you do use washers then be aware of assymetric torquing developing. Use the prop kick back after shut down as your yardstick - if the prop stops dead then you have a tight engine again.
Hope this helps and may you have many rpms more.
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Carb heat airbox control -- Vic, 16:50:49 12/01/09 Tue (82.21.104.66)
Over the years, I've come across a number of Jabs (including mine) where the control shaft that operates the flap in the air-box to divert air, has become dis-bonded from the shaft.
I recently read a fatal accident investigation involving a non Jab aircraft that had a similar problem, in that the pilot, as far as he was aware, had selected carb heat but wasn't actually getting any.
I've put together a word document that is worth a look:
http://www.leggott.flyer.co.uk/heat.doc
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- Leakdown test -- Mick, 10:12:39 12/01/09 Tue (193.113.57.165)
I've recently bought a Matco Leak Down Tester and have a few questions. For those who have not seen the Matco tester, it consists of a small manifold with 2 gauges and a pressure regulator. The left-hand (input)gauge reads up to 100psi and the right-hand (leakage)gauge is calibrated in % leakage. It comes with 2 hoses, one screws into the cylinder and the other is connected to the right-hand side of the manifold. The procedure to test is as follows:
1 screw hose into cylinder (but not connected to gauge hose)
2 set regulator to lowest setting
3 connect air line (min. 45 PSI) to left side of manifold
4 slowly turn regulator clockwise until right-hand gauge reads 100%
5 Attach manifold hose to cylinder hose and read off leakage in %.
My query relates to the input pressure, it only requires about 15PSI on the left hand gauge to set the right-hand leakage gauge to the 100% position ? I've spoken to the manufacturer and they say this is correct ?
I thought leak down test were done at 80 PSI ?
Any advice ?
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- Cylinder head reinstall -- Trevor, 17:32:47 11/27/09 Fri (92.30.69.215)
Having taken the heads of the engine and had the Valve seats cleaned up due low compression.
Im about to put them back on, is there anything i should know or do to put them back on.
For starters i noted that the push rods need to be put back in the cups, but what about the other end do they need to go in a cup ??? in which case how do you hold them in place.
Also as a point my engineer noted that when he took the valve spring of one of the ports the end sping cap was missing and the spring had left a mark in the head forging. Since this was the first time the engines been apart since manufacture then this must have been built minus this part. ???
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- Just in case your interested interested. -- Graham, 18:22:27 11/26/09 Thu (88.109.184.230)
Back in the summer I said in a post that a friend of mine at our strip was thinking of putting a Jab 330 engine in a Sportscruiser.
He was impressed by the performance of my J430. He flies a Jodel. He is a very big guy and a J430 is just not wide enough for him.
Well, as a result of that post and feedback he bought the 330 engine and is now well on his way with his build. The engine fits very neatly into a slightly modified cowling.
This led to another friend, who is also a big fella,liking the idea. At the time he was still under instruction, but has now qualified. He has also bought the Sportscruiser kit and is intending to put the 330 engine into it.
Both of them are expecting great things from the aircraft once they are up and running.
I will keep you all posted as to the performance in both speed and fuel burn.
I would add that they are both a lot heavier than I am.
It will probably be well into next year before they are up and running. I don't know what prop they are proposing to use, but I am sure they have both already decided.
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- A fair rent -- Robin Culley (Robin), 09:58:39 11/26/09 Thu (86.145.3.222)
I would appreciate readers knowledge (advice) on current strip charges for an enclosed hanger ( no electricity) on a stol farm strip which is almost all year useable .
Thanks
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- Hangar solution - Jabiru Calypso -- Rolf, 22:21:19 11/25/09 Wed (213.184.221.113)
I plan to set up my own hangar. Is there some clever solutions to this.? Use of container or similar. I'm not going to disassemble the wings, I hope.
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- it;'s very quite ! -- Mick, 21:21:41 11/25/09 Wed (86.146.122.37)
just checking that the message is up and running, last message is dated 15th Nov ?
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- Liverpool Jab Owners -- Jeremy Metcalfe, 17:05:10 11/13/09 Fri (84.71.69.229)
I have recently sold my Jabiru to a chap who lives in Liverpool. Because of the shocking weather he is considering transporting it in a furniture lorry from Kent to Liverpool with the wings detached. He is a bit nervous about re-attaching the wings. I would love to know if there is anyone in the Liverpool area who might be competent and able to help my chum. If there is please call me on 07785 346718.
I look forward to hearing from a kind Jab owner.
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- The 'Roger' check -- Mick, 21:55:05 11/12/09 Thu (217.43.163.187)
I've checked though all the messages but cannot find the original fulldescription of thei test/check, can anyone reprise it ?
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- GT PROP FOR SALE ON AFORS -- Dave Morton, 17:49:37 11/10/09 Tue (91.107.220.71)
I've placed a GT prop on AFORS, well worth a look.
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- 2 seat Jabi down in SA, both walk away -- Nick Good, 00:59:23 11/10/09 Tue (86.137.51.35)
A 2 seater Jab SP crashed yesterday in SA just East of Pretoria whilst doing circuits and touch and goes (2 and 4 seater a type certified factory aircraft in SA, and is used for PPL and NPL training, there's a factory in George in the Cape). Fortunately both the instructor and trainee walked away. It happened at a popular 800 metre long dirt strip at 4,600 agl located at 25°49'59.10"S 28°32'25.39"E . The aircraft apparently cartwheeled. There are a number of pictures in this Avcom thread here. I'm positing it not out of morbid prurience, but simply because it's interesting for all to see how well the cabin held up in what was quite clearly rather a hectic cartwheel at what must have been something around 45-55 knots.
I did some time being instructed in this very aircraft a month ago at this spot, I'm doing my SA PPL training in SA in short bursts on visits as dual training there is only about £60/ hr all in and I get to train in a Jab.
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- Bing Carb Parts -- Mick, 15:09:32 11/09/09 Mon (193.113.57.165)
As Skycraft don't list all the Bing parts, I spoke to Bing in Germany and they gave me the details of a dealer in the UK, Motor Work in Huddersfield. As the Bing carbs used on the Jab engine (32mm and 40mm) are also used on most of the BMW 2 valve motorcycles, they can supply genuine Bing service items. For example, a diaphragm is only £6.90, against £39 from SkyCraft. Another is the float chamber gasket, £1.38 againsat £15 !!! They also do a carb overhaul kit that includes all gaskets, 'o' rings and diaphragm for £12.50. I also noticed they sell an 'Alcohol Resistant' float chamber and float conversion kit. The blurb implies it mainly improves accleration performance on motorcycles by controlling the float level but mentions aircraft engines and microlights, have a look at url:-
http://www.motorworks.co.uk/bmw/products/product.php?f=i&code=BA_15_20_FA_43&shnew=New&model=R45%2F50%2F60%2F65%2F75%2F80%2F90%2F100+%282+valve%29&shnewcode=15&part=Carburettors&sub_part=Float+bowls+and+assemblies&modelcode=20&partcode=FA&source_code=BA_15_20_FA_43&header_text=&header_text_image=0
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- jab 2200 and floats -- don usher, 08:47:09 11/09/09 Mon (72.45.107.72)
have a kitfox 111 on amphib floats with 582. Not really unhappy with performance but want to switch this engine for a 2200. Would like to here from anyone using this engine on floats, with kitfox or similiar aircraft. thanks.
Don Usher
Kootenay lake british columbia
canada
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- Heavy Braking J430 -- Peter Knight, 14:01:49 11/08/09 Sun (88.105.145.138)
G-PHYZ is a J430 with 151 hours on the clock. It is operated out of Halfpenny GReen so spends most of its time on tarmac runways.
When landing the brakes are quite effective and moderate braking is reasonably smooth. However I have noticed that if I brake reasonably hard (to make the turn-off halfway down the runway)a terrific judder starts up. I don't know if this is caused by the wheels actually locking up and the undercarriage legs shaking as a result or a fault in the braking system prior to lock-up/
Any one else noticed (and solved) the same effect?
Peter
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- Various engine queries -- Mick, 22:33:59 11/06/09 Fri (217.43.163.187)
I carry out a regular (every 50 hrs) compression check using a standard automotive compression tester. Results have been good, latest pressures range from 168 to 172 PSI across all cylinders and have only dropped 1 or 2 PSI over the last 150 hrs. I believe these figures are very good. I note from page 20 of my Jabiru Instruction and Maintenance Manual (dated Oct 06) that readings below 90 PSI would need investigating, surely 90 PSI is way too low ? I would start worrying when they dropped below 150 PSI.
Next question - My engine had the flywhell bolts changed as per JSB 012-1 by the previous owner. I note that I should check the torque of the bolts every year and/or every 200 hrs. How easy it is to check the tension, manual isn't clear. Any advice appreciated.
Finally, I note that 1 or 2 minutes after shutting down my engine after a flight, fuel drips from the carby to SCAT hose junction . I only noticed this after a small hole appeared in the bottom of the SCAT hose next to the jubilee clip at the carby. Is this normal ? I did a fuel pressure check at the carby and noted that the pressure increased on engine shut down (no electric pump fitted).
Mick
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- Alcohol, Lead, Compression Ratio: Fuel Guidance -- Vic, 09:10:00 11/06/09 Fri (82.21.104.66)
New SB from Jabiru
http://www.jabiru.net.au/Service%20Bulletins/Engine%20files/JSL007-3.pdf
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- Rotax and the Bing Carby -- Howard, 03:12:08 11/04/09 Wed (91.110.132.1)
Rotax have just issued a bulletin on all 912 914 series and UL 2 stroke ref floats in the Carb , they also use the Bing , information can be found on the Rotax webb , I have seen the offending float it is showing cracks in the structure ,this can break away and cause engine failure ,
perhaps someone with more knowledge than I on the subject could add there info
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- Cylinder Base nuts -- Clive, 16:17:13 11/01/09 Sun (129.230.248.1)
Many years ago when my plane was new I was told the reason my Jab 2200 was tight when turned over when warm was because the barrels cooled quickly after approach and landing. Sounded feasible at the time and maybe still the case to a degree, so I was very interested when I heard of the cylinder barrel drag theory.
I had the cylinder base nut mod and all barrels were been honed. It has made not a jot of difference to the performance of the engine. I say this because I can hear the licking of lips as many folk reading the thread below are dreaming of an extra ~100 rpm and reduced fuel consumption etc etc.
That may well be the case for some but it is not my experience. So when you read don't mess with your engine until overhaul time then that is good advice IMHO.
My Jab 2200 on an SP has now done more than 1100 hrs and was overhauled around 1000. So I now have over 100 hrs since and have seen no appreciable difference in performance of any of the metrics. Turn it over by hand and it feels not different than it ever did. Ser # is 596.
So all that said I'm still interested in the theory/concept as I know if I hand prop a warm Lycoming it doesn't feel that different to a cold one. The drag that we all feel with a warm engine must be taking some energy and just be creating heat. Maybe I just need more taken out the barrels to increase the clearances.
Go for it if you've the time or inclination (or it's overhaul time) but be prepared to be disappointed.
Regards, Clive
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Check this out -- Clive, 14:35:51 11/01/09 Sun (129.230.248.1)
http://www.recreationalflying.org/forum/jabiru/52887-crack-fuselage-j430.html
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- Oil bucket hose -- Rolf, 22:23:31 10/27/09 Tue (213.184.221.113)
It seems that the hose from the oil filler pipe to the oil collection bucket is sweating or condense when the aircraft is on the ground. Is this normal.
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- trailer -- Nigel, 00:48:52 10/27/09 Tue (89.195.139.4)
Does anyone know who to approach about getting an enclosed trailer for a UL?
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- Re: trailer -- Bob P, 11:52:31 10/27/09 Tue (84.92.114.48)
- Re: trailer -- Howard, 06:58:08 10/30/09 Fri (91.110.178.181)
- a justifiable decision by On Risk/Albion? -- Dave Morton, 20:13:55 10/24/09 Sat (91.105.138.78)
In March of this year I had an engine failure in a Jabiru (carb icing) that resulted in the aircraft overturning after striking a hedge, the aircraft was an economic write off.
Having full hull cover with an agreed value of £38000 a claim was made to On Risk.
During the claim process it was discovered that my medical was out of date (my previous Doctor who now lives in Aus originally signed my DVLA style self declaration medical in 2003 and dated it to expire in 2009 but it transpired that I should have renewed it in 2008 which was my 45th birthday).
I contacted On Risk and their underwriters Albion Insurance ltd (Albion are based in Barbados) and explained that it was a genuine mistake and I honestly believed that my medical was in date because of the 2009 expiry on the form.
I also sent an accompanying letter from my new Doctor who stated that at the time of my accident there was no medical reason that would have invalidated my licence and he fully believed that I was fit to fly at the time of the accident.
Albion/On Risk have agreed that the accident was in no way medically or safety related but have refused to pay out because I was out of date with my medical even though the UKNPPL self declaration medical is ultimately a declaration by the pilot that he/she believes that they are fit to fly and then it is endorsed by their Doctor,(ANO 32A 2(a)(b)(c)(d).
My Doctor and myself believe we have met this criteria in the form of the supporting letter from my Doctor.
The mistake on my original medical was just that, a mistake and I was unaware of needing a new medical on my 45th birthday, this was a completely genuine error.
In theory you could obtain your licence/medical aged 18 and health permitting not need to renew until age 45, this is widely open to human error as in my case.
I offered Albion/On Risk the chance to enter into negotiations regarding a reduced settlement figure in view of the error but they replied that "I have not complied with the ANO at the time of the accident and therefore my insurance is void", each time I contact them I am met with the same thing, that is their only reason for rejecting my claim and as mentioned before they have acknowledged that it was not a safety/health issue.
I contacted the FSA but unfortunately they have no influence because Albion are based in Barbados and are therefore NOT governed by the FSA.
A solicitors advice was sought and stated that we have a very good case, however it is also very difficult enforcing an overseas company to payout, do we continue or not, what a dilemma!.
I had been with On Risk/Albion for quite a while but there seems to be no insurer/client loyalty.
Now I would NEVER use a company unless both the broker and underwriter are based in the UK and are governed by the FSA, had Albion been in the UK the FSA would have been able to assist in this matter.
I have recently returned to a flex and contacted a company to insure it with, decalaring the claim even though no payment was made only to be met with "we had a very similar case and the underwriters paid out without prejudice in the best interests of all parties".
I can only advise for everyone to ensure all their documents are 100% in order and this is purely food for thought, but if you have that "little something" fitted that has no mod approval or if you are flying and the weather turns during the flight and it is no longer a VFR flight then could this potentially render your insurance void?.
As the subject heading states, are On Risk/Albion right regarding their decision or should they show some commitment to their client?.
I would be interested in different views on this matter as obviously I'm a little blinkered, but please no jibes, you can't make me feel any worse than I already do.
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- Tight engine affects mixture? -- Peter Knight, 08:37:18 10/24/09 Sat (88.105.199.26)
Roger
I understood your explanation of barrel distortion; (don't think I've got that problem!) But I don't see how this can affect the mixture. Can you elaborate?
Peter
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- Cylinder Nuts -- Howard, 19:45:39 10/23/09 Fri (91.110.141.133)
Another thread but the same story as the recent chat on Carby`s , In a nutshell not enough information ,
Today I did the Roger check warmed up for two mins ,turned the engine over it was tight and no kick back ,
So the description of the chamfer on the nut what does that mean and where is the drawing , why does a none chamfer distort the cylinder, what is the best way of torqueing up the nuts when some are so hard to get at ,
any help on this subject would be welcome .
can I buy these special nuts
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- Jabiru 2200 Economy Tiuning kit -- Mick O'Connor, 11:43:09 10/21/09 Wed (217.44.213.112)
I have a Jab engine in a Skyranger, serial number 1736 (ie pre-economy kit). Have been advised by Don Richter (Jab Australia) to install a 225 main jet , 280 needle jet and 4A138A0d-2 needle. Trouble is, the economy kit sold by Skycraft doesn't include the correct jets. I guess I can just buy the correct parts seperately but the kit also includes a drill bit ! Does anyone know what the drill is for ? Can anyone send me the economy kit fitting instructions ?
Mick
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- Message removed -- Vic, 09:31:52 10/16/09 Fri (82.21.104.66)
I have received a complaint regarding a post concerning the sale of an engine. I have removed the post and contacted the interested parties
Vic Forum Admin
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- Transition to J-230 -- Athal Williams (Happy), 22:00:56 10/13/09 Tue (207.200.116.69)
I will soon be the owner of a new factory built J-230. For the last 15 years, I've owned and flown a Cessna 172. I would appreciate any feedback on transitioning from the C-172 to the J-230/250.
Thanks
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- sk struts -- Jed Heath, 21:05:16 10/02/09 Fri (195.93.21.37)
Hi,
On my recent permit there was just a small noticable bit of play in the struts when the wing is lifted I am not sure if its the bolt or stut itself or if its a normal thing on all Jabi,s any ideas, cheers Jed
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- Insurance Quotes J430 -- Peter Knight, 20:12:01 09/28/09 Mon (88.105.254.171)
How are we all doing getting competitive quotes for insurance? I've got a quote from Traffords for my J430 of £1254 for a hull value of £50,000 and third party of £2 million. (I've got about 1200 hours P1. Is it worth shopping around as I've got time or are they all much the same?
Many thanks.
Peter
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- Jab sale values -- Alan Thomas, 14:05:01 09/28/09 Mon (86.29.198.57)
I was wondering why Jab sk and Jab ul sale prices are dropping well below 20k in some examples.
I know we have new competitive products against the Jab but some command 35k.40k and 50k so any opinions as to why our aircraft seem so disadvantaged in the resale market right now.
Are we selling them to cheap?.
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- Indecent Photos. -- Bob P, 22:24:01 09/14/09 Mon (84.92.114.48)
I’ve stumbled across a website that has many indecent images including one of my baby. Someone (I don’t know who) has, without my knowledge or permission, photographed my baby and posted it on the site ----------- www.caa.co.uk/ginfo
The photo is of my Pulsar and is quite unflatering. If I were to advertise my plane for sale, a prospective buyer night well start his/her research by checking G-INFO and, based on the photo posted there, decide to look elsewhere.
I don’t understand why the CAA find it necessary to publish a photo of my plane. If it is necessary, why haven’t they asked me to supply a picture, or at least sought my permission before using a photo taken by others.
You might want to check G-INFO to see if anyone has taken and posted illicit photos of your baby.
Cheers
Bob
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- Chasing Rainbows -- Howard, 17:33:36 09/10/09 Thu (91.110.195.116)
A new thread because I didn`t want you to miss it , I said I would let you know about ignition noise and how I would like to cure it , idea`s came in about ATIS reception and then changing everything was too much work , so I purchased the new plug harness ( a drive of 530 miles ) fitted it , fitted ferrites to coil leads , ferrites in other parts too , result much improved , then I asked Ralph and Vic for advice ,they both said at zero squelch you can expect noise , the problem came to me when I switched Mags , right mag off no noise , changed coils over still noise , changed Freq now on left mag , Vic came up with the answer harmonics from the IG system will give you noise on some frq`s and not on others , Today I flight tested with control of Squelch I could hear Nottingam ATIS clear at 30-40 Nm yes there was some noise but i could read them , On London information at 100 Nm I could read aircraft crossing the channel, I am satisfied I have got the best out of the coil type system , It is very complicated , a test for all Jab owners ,can you turn down the Squelch on all channels and hear no ignition noise , Try it and come back to me
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- A Jab330 engine in a Sport Cruiser -- Graham, 10:26:59 08/24/09 Mon (88.109.71.250)
A pal of mine is about to buy a Sport Cruiser and wants to put a Jab 330 engine in it, but is concerned about the cooling of the engine.
I said I would run it past you guys as there is bound to be someone out there with knowledge of that combination.
Is it likley to be a problem?
Comments please.
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Re: its today -- Vic, 18:06:02 02/06/10 Sat (82.21.104.66)
Re: Charge light -- Clive, 21:52:19 01/06/10 Wed (129.230.248.1)
Re: Merry Xmas to you all ! -- Vic, 18:33:37 12/21/09 Mon (82.21.104.66)
The thumb's the wrong way up....:-( (NT) -- Clive, 15:44:43 11/01/09 Sun (129.230.248.1)
Re: a justifiable decision by On Risk/Albion? -- Fergus McDonnell (Happier), 19:08:01 11/15/09 Sun (93.107.89.115)