Jabiru Aircraft
Pilot Operating Handbook
Model J230-D
Revision:
6
28/2/2020
Page 34
3.4.4
Ditching
The aircraft has not been flight tested in actual ditchings, therefore the recommended procedure
is based entirely on the best judgement of the manufacturer.
If available, life jackets should be donned
but not inflated
until after evacuating the aircraft.
Inflating the life jackets prematurely increases the risk of damage to them exiting the aircraft.
Additionally their bulkiness adds to the difficulty of evacuating the aircraft.
Plan the approach into wind if the winds are high and the seas are heavy. With heavy swells and
light winds, land parallel to the swell. If possible maintain a constant descent rate of approximately
50 ft/min almost until touchdown but reducing speed to the minimum practical immediately prior to
touchdown. Water pressure may hold the doors closed, so the crew should be prepared to break
out windows if necessary to equalise pressure and allow egress. An orderly evacuation of the
aircraft should then be conducted.
3.4.5
Fires
Although engine fires are extremely rare in flight, the checklist procedures should be followed if
one is encountered. After completion of this procedure, execute a forced landing. Do not attempt
to restart the engine after an engine fire.
The initial indication of an electrical fire is usually the smell of burning insulation. Turning off the
Master Switch should result in the elimination of the cause of this type of fire, but it will also result
in the loss of all power to instruments & controls.
3.4.6
Rough Engine/Loss of Power
1.
USE OF POWER Continuous RPM up to 3300 is allowed in normal operations. In
emergencies engine RPM in excess of 3300 may be used, but this will only be available
at speeds above about 100 KIAS.
2.
SPARK PLUG FOULING Slight engine roughness in flight may be caused by one or
more spark plugs becoming fouled by carbon or lead deposits. This may be verified by
selecting each ignition switches momentarily to OFF. An obvious power loss in single
ignition operation is evidence of spark plug or ignition system trouble. Assuming that
the spark plugs are the more likely cause, applying full throttle may clear the plug fouling.
If this does not solve the engine problem, plan to land at the nearest practical airfield to
have the situation investigated.
3.
IGNITION MALFUNCTION A sudden engine roughness or misfiring is usually evidence
of carburettor icing or ignition system problems. In the case of ignition system trouble,
switching each ignition switch off in turn should identify which system is malfunctioning.
Different power settings may alleviate the problem. If not, plan to land at the nearest
practical airfield to have the situation investigated.
4.
CARBURETTOR ICING Rough running and loss of power may be caused by carburettor
icing. This is most likely in conditions of high humidity and at low power settings. If not
corrected, ice build up in the carburettor throat will cause complete power loss. If
carburettor icing is suspected, immediately apply full carburettor heat until normal engine
operation is restored, and the heat can be selected OFF. Carburettor heat should only
be selected ON or OFF, as partial heat application may exacerbate ice build-up. The
aircraft can be safely operated with carburettor heat applied for indefinite periods, but
