Jabiru 3300, Instruction And Maintenance Manual

Page: 17 / 103

Page No: 17 Issue No: 1 Date: 031100 Issued By: PJA
COIL GAP
Best done with a piece of plastic or thin card of a thickness .010”. Cut into a strip approximately
15mm wide.
Place between magnets on flywheel and coil.
STARTING
A warm idle of around 650 RPM will automatically create the right starting environment. Idle set
screw may have to be adjusted. Carby has been factory set. Normal start requires throttle closed, that
is the idle criteria has just cracked the butterfly in the throat body and also apply choke. The engine
is difficult to start if throttle is cracked open somewhat.
As the engine is cranked the choke should be pushed off. Engine should fire. The choke is only used
for a cold start. Prolonged cranking with choke will only “flood” the intake system making starting
difficult. Should this occur, leave or clear the system on full throttle momentarily (mags off).
Cranking speed if too slow (poor battery or starter fault) will prevent magneto operation.
Jump starting (with care) will point towards poor battery condition or faulty alternator charging.
Further testing would then be required in these areas to identify the problem.
POSSIBLE PROBLEMS
See “Trouble Shooting” Section of 10.0 of Maintenance Manual.
It is unusual for a problem to occur however a few of “common”
type are listed.
1.
LOW OIL PRESSURE
A sudden drop of pressure usually is caused by a small piece of
foreign matter being lodged under the relief valve. Simply remove
oil filter and cooler adaptor (if fitted). Remove matter by
depressing plunger or removing relief mechanism. Replace and
check operation by ground run. If low pressure persists the
problem will need further investigation.
We strongly recommend the fitting of an approved oil cooler to
Jabiru engines.
2.
FLICKING OF OIL PRESSURE GAUGE
It is not uncommon for the Jabiru engine to display flicking of the
needle pointer for brief periods but still within normal operating
regions. If it continues, check continuity of sender lead and or
possible sender change. (We are assuming oil level is OK).
3.
CHT
Possible not reading can be cause by a break in the sender wires
or incorrect polarity. High readings can result with poorly centred
sender under the spark plug. Normal cruise CHT should not