Engine Overhaul Manual
Jabiru Aircraft
Pty Ltd
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
6 7
Dated : 28/10/2014
Issued By: AS
Page: 20 of 201
L:\files\Manuals_For_Products\Engine_Manuals\Overhaul_Manual\JEM0001-7_Overhaul_Manual_DRAFT_(29_10_14).docx
3 General overhaul procedures
3.1 Manual layout
This manual is intended for use by experienced technicians and while all processes will be explained as
clearly as possible, some knowledge is assumed. This manual is not intended to be sufficient reference
for a person with no other training to safely complete an overhaul.
The sections of the Manual are arranged in the stages in which work will be performed: the engine is
stripped, all components are either discarded (mandatory replacement items) or cleaned then inspected
and assessed for return to service and parts are ordered then the engine is assembled and finally
tested and run-in.
This Manual will describe the overhaul procedures by individual Subassembly of the engine, thus
dividing the manual, for all practical purposes, into a series of individual handbooks dealing with each
Subassembly in turn.
The disassembly stage will be described in a slightly different sequence from the Subassemblies used
in the Inspection and assessment and Assembly stages.
Many of the photographs throughout this Manual are of a 2200 engine
– the procedures used are
common across Jabiru 4 and 6 cylinder engines, the only difference being the number of cylinders.
Since there are various overhaul practices and instructions of a non-specific nature, such as cleaning
and inspection, which apply equally to all basic engine components, these general instructions will be
grouped together where possible, to avoid repetition.
3.2 Directional References
In all references to orientation such as “the front of the engine” it will be assumed that the engine has
been installed in a tractor configuration and “front” refers to the propeller end of the engine while “rear”
refers to the flywheel end of the engine. “Left hand” and “right hand” refer to the same orientation when
standing behind the engine facing towards the front of the engine.
3.3 Top End Overhaul vs Full Overhaul
While the overall thrust of this Manual is complete overhaul some sections can also be applied to a top
end overhaul.
A top end overhaul means
overhauling only the “top end” of the engine: big ends, cylinders, pistons and
cylinder heads. If a top end overhaul is being conducted then only those items listed in Section 5.3
should be removed from the engine during the engine strip procedure.
Note that greater wear tolerances may be used for a top end overhaul than would be used for a
complete overhaul as a top end overhaul is only required to achieve a life of 1 cycle, taking the engine
through to the next complete overhaul, whereas a complete overhaul is intended to return the engine to
a state where it can be expected to achieve a life of 2 cycles.
As for disassembly, on assembly only certain sections of this manual are relevant for a top end
overhaul. These are detailed in Section 6.
3.4 Special Classes of Overhaul
The following section discusses unusual cases, where an engine is presented to the overhauler where
something other than normal operation has taken place.
In general the procedures for dealing with these are the same as those for a normal overhaul, however
the overhauler must be particularly alert and vigilant for unusual features within the engine. For
example, during a severe prop strike the engine mount plate is often bent
– sometimes only slightly –
and this sort of damage may be missed if the inspection process is in any way lax.
3.4.1 Bulk Strip
A Bulk Strip is a special class of procedure where an engine is pulled apart, inspected and then put
back together again
– generally using all the same components. It is generally called for when
something has happened to put the internal condition of the engine into doubt
– such as a propeller
strike, in-flight failure or improper long term storage.
In its purest form a bulk strip will not affect the life of the engine
– so an engine which has a bulk strip at
a time in service of 700 hours will still only have 300 hours left to run after the bulk strip has been
