Jabiru Aircraft
SECTION 7
Model J160-C
AIRCRAFT AND SYSTEMS
JP-FM-06
Revision:
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1 Dec 2008
Page 7-7
7.12.4
New Engine Break-in and Operation
The engine has undergone a run-in at the factory and is ready for normal operation. It is
however suggested that a minimum of 65% and preferably 75% power be used for cruising until
a total of 50 hours has accumulated or until the oil consumption has stabilised. This will assist
with proper seating of the rings and minimise the possibility of cylinder wall glazing. This
procedure also applies following cylinder replacement or top overhaul of one or more cylinders.
CAUTION
Straight mineral oil should be used during the break-in period. Refer to Section 2
of this manual for specifications.
7.12.5
Ignition System
Engine ignition is provided by two engine driven transistorised magneto coils, each running a
single spark plug in each cylinder. Normal operation is conducted with both magnetos on due to
the more complete burning of the fuel-air mixture with dual ignition sources. The individual
magnetos are selected using the two ON – OFF toggle switches located on the left hand side of
the instrument panel.
7.12.6
Starting System
The electrically driven starter motor is mounted at the rear of the engine. When energised, the
starter motor pinion engages a ring gear that is fitted to the flywheel. When the master switch is
on, pushing the start button energises the starter motor.
If the engine turns at less than 300rpm no spark will be generated and it will not fire. The engine
requires choke to start when cold. When hot it does not require choke and may be started with
the throttle just cracked open. Experience with the individual engine will enable the pilot to make
the correct judgment on this. Weak intermittent firing followed by puffs of black smoke from the
exhausts usually indicates excess choke or flooding. If the engine is flooded, leave it to stand for
approximately 10 minutes before attempting re-start.
7.12.7
Air Induction System
The engine induction air normally enters through a NACA duct on the left side of the lower engine
cowl. The air is then directed to a filter box where dust and other contaminants are removed by a
replaceable paper filter element. On the outlet side of the filter box there is a flapper valve which
allows the pilot to select normal cold induction air or hot induction air which is drawn through the
muff fitted to the muffler. Hot air is not filtered – therefore care must be taken when choosing run
up positions to minimise dust ingestion while carby heat is selected ON.
7.12.8
Exhaust System
Each cylinder feeds directly to the muffler via an extractor pipe. The extractors fit to the head
using a metal-metal gasket-less connection which also allows a degree of freedom to the
extractor position. A muff is fitted to the muffler to supply hot air for the carburettor heat system.
A separate hot air muff is fitted to the tail pipe to provide air for the cabin heat. The exhaust
tailpipe exits out through the lower left side of the engine cowl.
Summary of Contents for J160-C
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