Engine Maintenance Manual
Jabiru Aircraft
Pty Ltd
JEM0002-5
Jabiru 2200 & 3300 Aircraft Engines
This document is controlled while it remains on the Jabiru server. Once this no longer applies the document becomes uncontrolled.
ISSUE
1
2
3
4
5
Dated : 2nd June 2015
Issued By: AS
Page: 7 of 103
L:\files\Manuals_For_Products\Engine_Manuals\Engine Maintenance Manual 22 & 33\JEM0002-5.docx
2.2
Introduction
This Engine Maintenance Manual has been written for all 4-cylinder 2200 and 6-cylinder 3300
Jabiru engine models. These engines are a modular design which share many parts and
specifications. Consequentially the procedures in this Manual apply equally to both engines.
Before attempting an engine inspection the technician must be fully conversant with the Engine
Maintenance Manual and any relevant Service Bulletins, Service Letters or other
manufacturer’s data. Current information is available from the Jabiru Aircraft (Australia) web
site
–
www.jabiru.net.au
.
Inspections, maintenance, repairs and overhauls must only be carried out by an approved
person. Depending on the country and the category of the aircraft this may be a Licensed
Aircraft Maintenance Engineer, an RA-Aus Level 2 or equivalent. The responsibility for
determining what qualifications are necessary to carry out an overhaul belongs to the person
carrying out the work.
2.3
Description
It is said that "aircraft are designed around available engines".
Jabiru believe that the Jabiru range of very light engines offers opportunities for light aircraft
designers to develop a new generation of light aircraft.
Jabiru engines are designed to be manufactured in small batch quantities using the very latest
Computer Numerically Controlled (CNC) machine tools. All Jabiru engines are manufactured and
assembled in a very modern factory in Bundaberg where each engine is run in on a Dynometer
and calibrated before delivery
. The crankcase halves, cylinder heads, crankshaft, timing gear cover
and coil mounts
– together with many smaller components are machined from solid. The sump (oil
pan) is cast aluminium. The cylinders are machined from bar 4140 chrome molybdenum alloy
steel, with the pistons running directly in the steel bores. The crankshaft is also machined from
4140 chrome molybdenum alloy steel, the journals of which are precision ground prior to being
Magnaflux inspected.
The camshaft is cast iron with induction hardened cam lobes and bearing
journals.
The propeller is direct crankshaft driven and does not use a reduction gearbox. This facilitates its
light-weight design and keeps maintenance costs to a minimum. The crankshaft features a
removable propeller flange which enables the easy replacement of the front crankshaft seal and
provides for a propeller shaft extension to be fitted, should this be required for particular
applications. Cylinder heads are machined from solid aluminium billet, thereby providing a
substantive quality trail to material source. Connecting rods are machined from 4140 alloy steel
and the 45mm big end bearings are of the automotive slipper type.
Many components of the engines are sourced from outside suppliers. These items include
camshaft followers, and the bendix gear in the starter motor. The ignition coils are also sourced
from outside suppliers, and are modified by Jabiru for their own particular application.
An integral alternator using rare earth magnets provides alternating current for battery charging
and electrical accessories. The alternator is attached to the flywheel and is driven directly by the
crankshaft. The ignition system is a transistorised electronic system; two fixed coils mounted
adjacent to the flywheel are energised by rare earth magnets attached to the flywheel. The
passing of the coils by the magnets creates the high voltage current which is then transported by
high tension leads to the centre post of two automotive type distributors (which are simply rotors
and caps) before distribution to automotive spark plugs, two in the top of each cylinder head. The
ignition system is fixed timing and, therefore, removes the need for timing adjustment. The ignition
system is fully redundant, self-generating and does not depend on battery power.