2200 Instruction & Maintenance Manual

INSTRUCTION AND MAINTENANCE MANUAL
FOR
JABIRU 2200 AIRCRAFT ENGINE
This Manual has been prepared as a guide to correctly operate, maintain and
service the Jabiru 2200 engine.
Should you have any questions or doubts about the contents of this manual, please contact
Jabiru Aircraft Pty Ltd.
Page No: 1 Issue No: 3 Date: 070400 Issued By: PJA

Table of Contents
Paragraph Description Page
Table of Contents 2
List of Amendments 4
1.0 Description 5
1.1 Denomination of Cylinders 8
2.0 Technical Data 9

2.1 Dimensions & Weights 9
2.2 Normal Equipment 9
2.3 Performance Data 9
2.4 Fuel Consumption 9
2.5 Fuel & Lubricant 9
2.6 Cooling System 10
2.7 Operating Speeds & Limits 10
3.0 Performance Graphs 11
4.0 Operating Instructions 12

4.1 Pre-Start Checks 12
4.2 Starting Procedure 12
4.3 Warm-Up Period, Ground Test 12
4.4 Take-Off 12
4.5 Engine Stop 13
4.6 Engine Stop & Start During Flight 13
4.7 Addition } Early Operation of Engine
5.0 Checks on Engine & Installation 14

5.1 Daily Checks 14
5.2 Periodic Checks 14
5.3 Check After Initial 25 Hours 15
5.4 50 Hours Check 16
5.5 100 Hours Check 16
5.6 TBO 16
5.7 Engine Preservation 17
5.8 Operation in Winter 19
6.0 Maintenance 21
6.1 Lubrication System 21
6.2 Air Intake Filter 21
6.3 Carburettor Adjustment 21
6.4 Compression Check 21

6.5 Spark Plugs 22
6.6 Exhaust System 22
6.7 Bolts & Nuts 22
6.8 Tappet Adjustment 23
6.9 Tachometer and Sender 23
6.10 Additional Checks 23
7.0 Service & Repair 24

7.1 Engine Overhaul and TBO 24
7.2 Engine Removal Procedure 25
7.3 Disassembly 26
7.4 2200 Engine Overhaul 29
1 Subassembly A - Crankshaft Prop Mount and Con rods 30
2 Subassembly B - Crankcase and Camshaft 33
3 Subassembly C - Pistons, Cylinders and Cylinder Heads 35
4 Subassembly D - Sump and Oil Pump 42
5 Subassembly E - Flywheel and Ignition Coils & Alternator
& Alternator Operation 44
6 Subassembly F - Gear Case 49
7 Subassembly G - Fuel Pump & Carburettor
& Carburettor Operation 50
8 Subassembly H - Final assembly of subassemblies 56
9 Run in 65
7.5 Engine Installation and First 25 hours 66
7.6 Prop Strike Inspection 67
7.7 Build Sheets and Run in programme 68
8.0 Table of Lubricants 87
9.0 Torque Specifications 88

9.1 Prescribed Sealants and Primers 89
9.2 New Tolerances 90
9.3 Maximum Allowable Clearances (Wear Limits) 91
9.4 Electrical System Specifications 92
10.0 Trouble Shooting 93

10.1 Engine Won't Start 93
10.2 Engine Idles Unsteadily After Warm-Up
Period: Smoky Exhaust Emission 93
10.3 Engine Runs Erratically or Misfires Occasionally 93
10.4 Engine Runs Too Hot, Oil Temperature above 110oC (230oF) 94
10.5 Unsatisfactory Power Output 94
10.6 Low Oil Pressure 94
10.7 Engine Keeps Running with Ignition OFF 94
10.8 Excessive Oil Consumption 95
10.9 Knocking Under Load 95
10.10 Engine Hard to Start at Low Temperature 95

11.0 Engine Warranty Form 102
Engine Warranty Form 103
List of Amendments
Page Amendment Date Issue

1.0 DESCRIPTION OF DESIGN
ü 4 Stroke
ü 4 Cylinder
ü Horizontally Opposed
ü One Central Camshaft
ü Pushrods
ü OHV
ü Ram Air Cooled
ü Wet Sump Lubrication
ü Direct Propeller Drive
ü Dual Transistorised Magneto Ignition
ü Integrated AC Generator
ü Electric Starter
ü Mechanical Fuel Pump
ü Pressure Compensating Carburettor (Bing Type 64\32 or type 94/40)
It is said that "aircraft are designed around available engines".
Jabiru believe that the Jabiru range of very light engines will now offer new 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. The vast majority of the
components are manufactured in Southern Queensland in a network of high technology
small companies. The crankcase halves, cylinder, crankshaft, starter motor housings,
gearbox cover (the gearbox powers the distributor rotors) and coil mounts together with
many smaller components are machined using the latest CNC machine tools. The sump
(oil pan) is the only casting. The cylinders are machined from solid bar 4140 chrome
molybdenum alloy steel, with the pistons running directly in the steel bores. The
crankshaft is also machined from solid bar 4140 chrome molybdenum alloy steel, the
journals of which are precision ground prior to being Magnaflux inspected. The camshaft
is provided by a specialist camshaft manufacturer.
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 which is purchased directly from one of Australia's largest aluminium
companies, as is all alloy used in the engine, thereby providing a substantive quality trail
to material source. Conrods are machined from 4130 alloy steel, the 45mm big end
bearings are of the automotive slipper type.
Under a direct supply arrangement with Honda, various components of the engines are
sourced. These items include camshaft followers, and the bendix gear in the starter motor.
The ignition coils are also sourced from Honda, but are modified by Jabiru for their own
particular application.
An integral alternator using rare earth magnets, provides alternating current for battery
charging and electrical accessory drive. 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. It is suppressed to prevent
radio interference. The ignition system is fully redundant, self-generating and does not
depend on battery power.
The crankshaft is designed with a double bearing at the propeller flange end and a main
bearing between each big end; it therefore does not have flying webs. 48mm main
bearings are also of the automotive slipper type. Thrust bearings are located for and aft of
the front double bearing allowing either tractor or pusher installation.
Pistons are General Motors aftermarket made in Australia and are re-machined to include
a piston pin circlip groove. They are fitted with 3 rings, the top rings being cast iron to
complement the chrome molybdenum cylinder bores. Valves are 7mm (stem dia) which
are purpose manufactured for the Jabiru engine in England.
The valve gear includes pushrods from the camshaft from the camshaft followers to valve
rockers which are CNC machined from steel plate, induction hardened and polished on
contact surfaces and mounted on a shaft through a teflon bronze-steel bush. Valve guides
are manufactured from aluminium/bronze, as is found in larger aero engines and high
performance racing engines. Replaceable valve seats are of nickel steel and are shrunk
into the aluminium cylinder heads. The valve gear is lubricated from the oil gallery.
An internal gear pump, direct mounted on the camshaft and incorporating a small
automotive spin-on filter, provides engine lubrication. An oil cooler adapter is provided.
Most installations require an oil cooler to meet oil temperature limits.
The standard engines are supplied with two RAMAIR cooling ducts, which have been
developed by Jabiru to facilitate the cooling of the engine and direct air from the propeller
to the critical areas of the engine, particularly the cylinder heads and barrels. The fitment
of these RAMAIR cooling ducts is a great bonus for the home builder or engine installer,
as they obviate the need to design and manufacture baffles and the establishment of a
plennum chamber, which is the traditional method of cooling air-cooled aircraft engines.
The fact that these baffles and plennum chamber are not required also ensures a "cleaner"
engine installation, which in turn facilitates maintenance and inspection of the engine and
engine component. So the hard work of engine installation has largely been done for you
by the Jabiru design team. RAMAIR ducts are available for tractor or pusher
configurations. Special ducts are available for certain installations.

The engine is fitted with a 1 kw starter motor, which is also manufactured by Jabiru and
provides very effective starting. The engine has very low vibration levels,
however it is also supported by four large rubber shock mounts attached to the engine
mounts at the rear of the engine. An optional bed mount is available.
The fuel induction system comprises a BING pressure compensating carburettor.

Following carburation, the fuel/air mixture is transported to a small plennum chamber in
the sump casting, in which the mixture is warmed prior to entering short induction tubes
attached to the cylinder heads.
An effective stainless steel exhaust and muffler system is fitted as standard equipment,
ensuring very quiet operations, which in the Jabiru aircraft have been measured at 62dB at
1000' full power flyover (for 2200 engine).
For those owners wanting to fit vacuum instruments to their aircraft the Jabiru engine
design includes a vacuum pump drive, direct mounted through a coupling on the rear of
the crankshaft.
The Jabiru engine is manufactured within an Australian Civil Aviation Safety Authority
(CASA) approved Quality Assurance System to exacting standards.
Jabiru recommend a TBO of 1000 hours for both of their engines. A Guaranteed Fixed
Price Overhaul Plan* is offered with both engines. Contact your regional distributor or
Jabiru Aircraft for details.
Jabiru engine Warranty* is 200 hours or 12 months (whichever comes first) from date of
sale or from date of independently verified first flight.
*Conditions Apply

1.1 Denomination of Cylinders

2.0 TECHNICAL DATA
2.1 Dimensions and Weights
Bore: 97.5 mm
Stroke: 74 mm
Displacement: 2209 cc
Compression Ratio: 8.3:1
Direction of Rotation on Prop Shaft: Clockwise Pilot's view, tractor applications.
Engine Curb Weight: 60 kg complete with Engine Oil, Exhaust and
Starter Motor.
2.2 Normal Equipment
Ignition Unit: Jabiru dual ignition - breakerless transistorised. Battery

Independent
Ignition Timing: 25 degrees BTDC
Firing Order: 1-3-2-4
Spark Plugs: NGK D9EA
Electrode Gap: 0.55 - 0.6mm (0.022" - 0.024")
Generator: Jabiru, permanently excited single phase
AC generator with rectifier/regulator
DC Output: 10 amps (continuous)
Carburettor: BING constant depression Type 64/32 or type 94/40
Air Intake Filter: 1 x folder paper cartridge
Fuel Filtration: 0.1 mm (100 Micron) maximum particle size.
Fuel Pump: Camshaft driven diaphragm type
Starting System: Electric 12 V / 1.0 kW
2.3 Performance Data
Take Off/Maximum Continuous RPM 60 kW (80 hp) @ 3300 RPM
2.4 Fuel Consumption
Fuel Consumption @ Takeoff/Max Continuous Rating 21 litres/hr
2.5 Fuel and Lubricant
Fuel: AVGAS 100 LL & AVGAS 100/130

Leaded and Unleaded Automotive Gasoline above 95 Octane Ron
Run in Period
Oil 80 100 120

Outside Air Temp -17 C to 25oC
o 15 C to 35oC
o Above 35oC
(1o to 77oF) (59o to 95oF) (Above 95oF)
Normal Operations
Oil W80 W100 W120

Outside Air Temp -17oC to 25oC 15oC to 35oC Above 35oC
(1o to 77of) (59o to 95oF) (Above 95oF)
2.6 Cooling System
Free air cooled. Ensure that baffles are correctly fitted & located.
The required pressure drop across the cylinders at 1.3 Vs in take off configuration is 4.3
cm (1.7") water gauge, minimum.
2.7 Operating Speeds and Limits
Max. Speed 3300 RPM

Continuous Speed 3300 RPM
Idle Speed: 900 RPM
Oil Pressure: Normal Operations Min 220 kPa (31 psi)
Max 525 kPa (76 psi)
Idle Min 80 kPa (11 psi)
Starting & Warm up Max 525 kPa (76 psi)
Oil Temperature: Min. 15 oC (59oF)
Max. 118 oC (244of)
Continuous Temperature: 80 - 100 oC (176o - 212oF)
Max. Cylinder Head Temperature (Climb) 175 oC (348oF)
Continuous Cylinder Head Temperature (Cruise) 150oC (302oF)
(Read Cylinder Head Temperature
under the spark plug nearest to the
exhaust on the hottest cylinder).

3.0 PERFORMANCE GRAPHS
Engine Performance Curves

Jabiru 2200A Engine
90 160
80 150
70 140
60 130
Corr Power (Hp)
Torque (ft lbs)

50 120
40 110
30 100
20 Hp
90
Torque
10 80
0 70
1500 1700 1900 2100 2300 2500 2700 2900 3100 3300
Speed (RPM)
4.0 OPERATING INSTRUCTIONS

To ensure that the engine operates reliably, carefully observe all of the operating &
maintenance instructions.
4.1 Pre-Start Checks
Daily Checks (See Paragraph 5.1)

Move throttle position to FULL & check for ease of movement over the entire range.
4.2 Starting Procedure
Fuel Tap OPEN

Choke ON (in cold conditions)
Fuel Pump ON for 10 seconds then off
Throttle CLOSED to Stop
Master ON
Ignition BOTH ON
Starter PRESS
Attention: Activate Starter for a max. 20 seconds, followed by a cooling period of 1

minute.
When engine runs, adjust throttle to achieve smooth running at approximately 1200 RPM.
Deactivate Choke. Check Oil Pressure has risen within 5 seconds - if not, shut down. It is
stongly advised to close choke while cranking on first attempt. To much choke will cause
over fueling in the venturi and loss of start.
4.3 Warming Up Period, Ground Test
Start the warming up period with the engine running at 1200 RPM. Continue at 2000
RPM depending on ambient temperature, until oil temperature reaches 15oC (59oF).
Check the two ignition circuits at 2000 RPM. Note: - RPM with only one ignition should
not drop by more than 100 RPM.
DO NOT apply full power until CHT reaches 100 oC (212oF)
DO NOT allow cylinder heads to rise above 150o during ground running.
4.4 Take-Off
Climb with the engine at maximum continuous power. Observe Oil & Cylinder Head
Temperatures & Oil Pressure Limits must not be exceeded ! ( Max. continuous RPM at
Full Throttle is 3300 RPM ).
4.5 Engine Stop

In normal conditions, cooling down the engine during descent & taxiing will permit the
engine to be stopped by switching OFF the ignitions.
4.6 Engine Stop and Start During Flight
Reduce power to 2000 RPM to cool engine for 30 seconds, then to idle. Switch ignitions
OFF. Starting procedure is the same as ground starting, without choke for a warm engine
& with choke for a cold engine. Note: Engine cools quickly with propeller stopped in
flight. Choke will therefore normally be needed to restart.

4.7 Addition} Early Operation of Engine
JABIRU ENGINE NOTES
NEW ENGINE NOTES:

NOTES:
This engine has been ground run to a specific run in program and
is ready for flight. It has been INHIBITED however if you intend to
store for any length of time please refer to 5.7 Section 3 of
INSTRUCTION AND MAINTENANCE MANUAL. Removing spark
plugs and turning over will help periodically. Before initial start,
oil engine 2.3 litres (with cooler) remove one plug per head
activate starter to remove excess inhibitor. Once oil pressure is
obtained replace plugs and continue start-up sequence.
The following are tips to ensure a long life.
1. OIL
Use a non-compounded AVIATION oil:-
Ø Aero Shell 100
Ø Mobil Red Band
Ø BP Aviation Oil 100
Use for 20-25 hours.
Drain and replace with a compounded oil:-
Ø Aero Shell W100
Ø Aero Shell 15W50 (for cooler climates)
Ø Mobil Aero 100 (SAE 50)
Ø BP Aero Oil D100/BP Multigrade Aero Oil D SAE 20 W 50
Ø Aero Shell W 100 Plus
The normal running oils are detergent and ashless dispersant
types. See MAINTENANCE SECTION 5.3
2. Add 2 Litres (without oil cooler)

2.3 litres (with an oil cooler)
3. Avoid prolonged ground running at elevated RPM. Engine can

be over heated, remember air ducts are designed for in flight
cooling. NOTE: remove ALL plastic bungs on engine.
EXHAUST (4) CARBY (2) OIL VENT (1) FUEL PUMP (1)
4. DO TAKE OFF AT FULL POWER.

For the first few take offs climb at a higher airspeed. Reduce
power at cross wind leg and shallow climb (lower nose).

5. VARY your RPM when flying.
6. Avoid high nose altitude continual climbs. The higher the climb
out speed the better for engine cooling. No low speed high
nose altitude climb outs.
7.
Ring bed in is accomplished better at 75% power and above. Avoid heat
build up. Monitor CHT and oil temps. Vary RPM. Initial temps will be
elevated due to friction of a new engine.
8. CIRCUIT WORK is possibly a good sequence for initial run in

work. Abbreviate circuits initially, step climb, climb shallow.
No glide approaches. Gradually reduce power. Avoid sudden
heating up and sudden cooling down.
9. RETORQUE heads as suggested on warning sheet.

24 ft lb and .010” valve clearance all done cold. Subsequent
torquing of around 22 to 24 seems to help in settling down
head bolts and heads.
10. Don’t BABY YOUR ENGINE but monitor carefully CHT and oil
temp initially especially during the first few hours of
operation.
Remember engines need to be flown. They are designed for
this purpose. Do not use full power before CHT reaches 100oC.
The purpose of breaking in an engine correctly is to ensure a long

reliable life. All moving parts need freeing up especially piston rings to
cylinder walls. This is best accomplished when the greatest B.M.E.P.
(Break Mean Effective Pressure) occurs. That
That is at 75% power and
above. Careful monitoring by the pilot is needed during this initial period
to ensure long life of the engine and its components.
11. Do not use any type of automotive oil. These oils have not
been blended for the purpose of air cooled aero engine
operation and will be detrimental to its operation.

12. Use AVGAS 100 LL or the highest Octane Mogas above 95
containing lead. Engines not shimmed on the cylinder base
should only be run on AVGAS.
13. When you change oil from the “run in” type to the “normal” oil
at or around 25 hrs replace oil filter. You may want to cut the
filter open for inspection. It is usual in Jabiru engines to find
a small amount of aluminium but definitely no metal. If
bearing metal is present contact the Jabiru Service
Department.
14. With ignition and master OFF and throttle closed turn the
prop by hand and observe engine for odd noises or heavy
movements.
Check for regular compressions, if irregular firstly check
tappet adjustment. Operation with incorrectly adjusted
tappets with result in damage to valves, valve seats, guides
and overhead gear.
HEAD TORQUING/VALVE SETTING
Your tension wrench should be accurate. It should have had some

method of calibration. They can vary to manufacturers claims.
24 ft lb on head bolts
.010” on valve clearance cold
Early heads require a 1/2 inch ring spanner and 3/16 allen key.
Later engines use a 9/16 socket and 3/16 allen key or blade
screwdriver.
Easiest method of setting valves requires you to pull the prop
until exhaust valve on No.1 cylinder is fully depressed. Note the
O’clock position. Rotate prop 360o and adjust valve. (This puts the
cam and lifter at 180o to the peak lift). Repeat for each valve.
Heads and valves should be done at least twice at 5 hrs and 10
hrs on a new engine.
Remember to go over exhaust cap screws. They are fitted with

shakeproof washers to prevent loosening.

AIR DUCTS
Periodic research and development does cause at time changes
to occur. Ones supplied need to be fitted. See instructions
manual.
FILTERS
Inspections down the track are a must for fuel and air filters.
Conditions will dictate when changed. The air box has a rubber
flap to give partial inspection of filter.
SPARK PLUGS
NGK D9EA are recommended.
Plug gap of around .022” to .024”. Remember plugs are installed
at around 8 ft lb or given 1/2 turn after contact with head.
18mm Plug spanner used.
COMPRESSION TESTING
Condition of compression can be done by a compression gauge.
Wide open throttle, engine warm. Turn over on starter. Below 90
PSI would indicate removal of head and possibly cylinder.
PRESSURE DIFFERENTIAL TEST (Leak down)

This is a much better test for condition of rings, bore, head
sealing and valve. Engine in warm to hot condition. This is the
normal test used in aviation requiring specific equipment for the
job. Pressure input of 80 PSI; a second gauge reads the
differential when supplying 80 PSI. This is done with piston on
TDC on the firing stroke. Prop needs to be restrained. The
differential cut off is 80/60. Problems can be better identified eg.
Ø BLOW BY (CRANKCASE VENT) - RINGS, BORE SEAL
Ø LEAKING FROM CARBY - INTAKE VALVE SEAL
Ø LEAKING FROM EXHAUST - EXHAUST VALVE SEAL
Ø HEAD LEAK - HEAD GASKET OR HEAD TO CYLINDER SEAL
Correction work can then be carried out.
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. Check both sides,
that is each coil to each magnet (4 checks).

STARTING
A warm idle of around 950 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
exceed 150oC and climb must not exceed 175oC. Air ducts
supplied at present give results below these figures.
4. RPM
Tacho’s may need adjustment when a new engine is fitted.
Inducted magnet sender units require coil gap to flywheel gear
teeth of .014” or .35mm. Tacho’s using this sender require a “pot”
adjustment, access through outside of case.
Tacho’s using the magneto as sender requires a sequence of
operation for correction. This information can be faxed if
required.
Later engines use 2 tags under the ring gear in conjunction with
the induction sender.
5. MAGNETO CHECKS
Possible causes of abnormal drop could be loose leads, faulty
leads, rotor buttons, coil gaps, spark plugs.
6. ROUGH CYLINDER RUNNING

Check plugs/valve clearance and the induction system for
looseness.
7. CARBY BREATHER
Later model carbies have a brass fitting for venting. This is easily
connected via a clear plastic hose to a fitting screwed into the
carby heat box. On earlier carbies we supplied a kit for this
purpose as no internal carby fitting was installed.
8. LIMITATIONS
LIMITATIONS
Warranty notes follow.
Jabiru recommend TBO of 1000 hrs. A guaranteed fixed price
overhaul exists through the Jabiru factory.
Warranty is 200 hours or 12 months which ever comes first.
CAREFULLY READ MANUALS

SUPPLIED
5.0 CHECKS ON ENGINE & INSTALLATION
5.1 Daily Checks
* Ensure free movement of throttle & choke cables.
* Check Oil Level, replenish if necessary. Oil level should be between the MAX & MIN
marks - but must never be below the MIN mark. Before long periods of operation,
ensure that the level is at least at the mid position. Difference in the oil quantity between
MAX & MIN mark is 0.5 litres (0.528 US Quarts). See section 4.7 for first 25 hours of
operation
* Check security of spark plugs, leads & electrical connections.
* Check lubrication & fuel system for leaks.
* Check exhaust system for security & leaks.
* With Ignition & Master OFF, and throttle closed, turn propeller by hand & observe
engine for odd noises or heavy movements. Check for regular compression. If irregular,
firstly check tappet adjustment (see para 6.8).
IMPORTANT
Prior to pulling through the propeller by hand, both ignition circuits & the Master must be
switched OFF, the brakes applied, throttle closed & the cockpit attended by a trained
person.
WARNING
A hot engine may fire with the ignition/s switched OFF.
CAUTION
Continued operation with incorrectly adjusted tappets will result in damage to valves,
valve seats, valve guides & overhead gear. Head torque and valve adjustment at 5/10 hrs
from initial start up.
* Prior to takeoff - follow the Starting & Warm Up procedure, observe the engine
behaviour & throttle response.
* Check temperatures & pressures. Conduct a short ground test at full power (a few
seconds) (consult aircraft Flight Manual). NOTE: Any prolonged running at full power
can cause engine damage while on the ground.
5.2 Periodic Checks
After the initial 25 hours, check in accordance with para. 5.3.

After 50 hours of operation, check in accordance with para. 5.4 & thereafter after each 50
hours of operation.
After 100 hours of operation, check in accordance with para. 5.5 and thereafter after each
100 hours of operation.
At TBO, overhaul in accordance with para. 5.6.
5.3 Check After Initial 25 Hours
Details of specific operations are shown in Chapter 6 "Maintenance".
* Remove engine cowlings, check engine mounts.
* Thoroughly check engine for missing or loose bolts, nuts, pins, etc., & for abrasions.
* Check induction and exhaust flange for loose bolts.
* Check safety wires, cooling air ducts & baffles, ignition wiring & hose connections.
* Oil Change 2.0 litres. Use normal aviation running oil.
* Change oil filter. (First 25 hours only)
* Inspect old filter.
* Retorque cylinder head bolts (24 ft lbs) in diagonal pattern
* Check tappet clearance and adjust as necessary (refer Para 6.8).

(0.010" cold inlet and exhaust)
* Check exhaust system.
* Check fuel system for leaks & abrasion.
* Check wiring for damage & for tightness.
* Engine test run.

Observe starting, warm up & acceleration behaviour to maximum RPM (10
seconds max)
Check temperatures & pressures.
Engine stop.

5.4 50 Hours Check
* Conduct the items shown under 25 Hour Check at para. 5.3.
5.5 100 Hours Check
* Renew spark plugs, if necessary.
5.6 TBO
* Engine Overhaul, in accordance with Service Bulletins
* Check clearance on throttle valve shaft. If radial clearance exceeds 0.5mm (0.020"),
repair carburettor.
The overhaul work must be carried out to Jabiru specifications at an approved aeronautical
service facility or by an approved Jabiru Service Centre.
If necessary, changes to the TBO Limit due to operational experience, will be announced
by Jabiru in a Service Bulletin.

5.7 Engine Preservation
The following procedures assume that the engine is installed in a Jabiru LSA airframe. For
other aircraft types, refer to the manufacturer's service manual. If the engine is not fitted to
an airframe, ignore those items referring to the airframe.
5.7.1 Flyable Storage
Flyable storage is defined as a maximum of 30 days non-operational storage.

Ensure that the engine has been stopped by turning off the fuel valve, thereby not leaving
any fuel in the carburettor bowl.
Every 7th day the propeller should be rotated through 5 revolutions, without running the
engine. Leave the propeller in the horizontal position to ensure even distribution of liquids
in the wood. If left in the vertical position, liquids will drain to the lower tip resulting in
an unbalanced propeller.
CAUTION
Ensure that the Master and Ignition Switches are OFF!
5.7.2 Returning Engine to Service
After flyable storage, returning the engine to service is accomplished by performing a

thorough pre-flight inspection. Ensure all protective covers are removed.
5.7.3 Temporary or Indefinite Storage
Temporary storage is defined as aircraft in non-operational status for a maximum of 90

days.
Treat as for flyable storage (see Paragraph 5.7.1), plus:
- For temporary storage, fill fuel tank with correct grade of fuel (to prevent
moisture accumulation).
- For indefinite storage, drain fuel tank, ensure carburettor bowl is empty by
running engine with fuel valve off until it stops or by draining bowl.
Then:
1. Disconnect spark plug leads and remove spark plugs from each cylinder.
2. Using a spray atomiser, spray the oil through the spark plug hole with the piston down,
then rotate until both valve are open and respray to coat the induction and exhaust
system. When all cylinders are treated leave prop horizontal and retreat each cylinder.

NOTE: Use Shell Aero fluid 2UN (MIL-C-6529C Type 1) Corrosion Preventive
Concentrate or similar engine preservative.
CAUTION
3. Install spark plugs and connect leads.
4. Seal exhaust pipes. Attach a red streamer to each seal. DO NOT seal fuel tank
breather.
5. Attach a warning placard to the propeller stating that vents and breathers have been
sealed and prop should not be turned.
The engine must not be started with the seals in place.
5.7.4 Inspection During Storage
1. Generally inspect airframe and clean as necessary.
2. Inspect the interior of at least one cylinder through the spark plug hole for corrosion at
least once a month.
3. If, at the end of the 90 day period, the aircraft is to be continued in non-operational
storage -- repeat Steps 1-5 above (most will only need to be checked).
5.7.5 Returning Engine to Service
After temporary storage, the procedures for returning the aircraft to service are as follows:
1. Check battery and install.
2. Check carburettor air filter and service if necessary.
3. Remove warning placard from propeller.
4. Remove materials used to cover openings.
5. Remove, clean and gap spark plugs.
6. While spark plugs are removed, rotate propeller several revolutions to clear excess
preservative oil from cylinders.
CAUTION
8. Install spark plugs -- torque to 11 Nm (8 ft/lbs).

9. Check fuel filter -- replace if necessary.
10. If returning to service after indefinite storage, fill fuel tank with correct grade of fuel.
11. Check fuel tank and fuel lines for moisture and sediment. Drain enough fuel to
eliminate any moisture and sediment.
12. Check fuel tank breather is clear.
13. Perform a thorough pre-flight inspection.
14. Start and warm engine.
5.8 Operation in Winter
It is recommended to carry out an engine service prior to the start of the cold season.
For selection of oil, consult the table of lubricants at Paragraph 2.5.
Follow the following advice for operation at extremely low temperatures:
5.8.1 Carburettor Icing
It is important to distinguish between two kinds of icing:

1) Icing due to water in fuel, and
2) Icing due to high air humidity.
Re 1)
Water in fuel will accumulate at the lower parts of the fuel system & can lead to freezing
of fuel lines, filters or jets. Remedies are:
- Drain, using fuel tank water drain.
- Ensure fuelling without traces of water. If in doubt, use a chamois as a filter.
- Install a generously sized water separator.
- Ensure that fuel lines do not permit the accumulation of water.
- Add up to 2% isopropyl to fuel. Note: Addition of alcohol raises vapour pressure
and may aggravate vapour lock in warm weather; this practice should be used
only when needed and not in warm weather.
- Prevent condensation of humidity, ie avoid temperature differences between the
aircraft & fuel.

IMPORTANT
Fuels containing alcohol always carry a small amount of water in solution. In situations
where there are changes in temperature, or where there is an increase in alcohol content,
water (or a mixture of water & alcohol) may settle & could cause problems.
Re 2)
Carburettor icing due to humidity may occur in the carburettor venturi & leads to
performance loss due to changes in the mixture.
The only effective remedy is to preheat the intake air by use of the Carburettor Heat
Control.
WARNING
When using auto fuels, ensure all components of the fuel delivery system are cooled to
prevent fuel vaporization.

6.0 MAINTENANCE
6.1 Lubrication System
Oil Change, Oil Filter Change, Visual Check for Leaks.
* Drain the oil while engine is still warm.
* Change the oil filter at 100 hour inspection.
* Fill with oil. Capacity is 2.3 litres (2.43 US Quarts)
* Check oil level. The MAX mark must not be exceeded.
* Use only registered brand oils meeting the specification detailed in Para. 2.5.
6.2 Air Intake Filter
Clean filter by removing from the intake housing & blowing compressed air against the
direction of the intake flow.
For operation in heavy dusty conditions, clean air filter at shorter intervals than
recommended for normal conditions.
A clogged filter will reduce engine performance as well as promote premature engine
wear.
6.3 Carburettor Adjustment
Open idle mixture screw approximately 1-1/4 turns, fine adjust for a smooth idle. The
determination of the main jet is carried out on a dyno at 107 ft above Mean Sea Level.
IMPORTANT
Check & oil carburettor joints & linkage
6.4 Compression Check
Measure compression using a compression tracer. Readings are taken with fully open
throttle valve at engine oil temperature between 30 & 70 degrees C (90 to 160 degrees F).

If readings are below 6 bar (90 psi) a check of the pistons, cylinders, valves & cylinder
heads must be undertaken.
Alternatives:
* Pressure loss or leakage tester eg SUN or BOSCH tester; max. allowable pressure loss
is 25%.
* Checking by commonly used pressure difference method; place orifice of 1 mm ID and
3mm length between the two pressure gauges. This will give the same result as with the
above instrument. Max. pressure drop is 25%.
6.5 Spark Plugs
Do not use steel or brass brushes for cleaning & never sandblast plugs.
Clean with plastic brush in a solvent.
Check electrode gap & if necessary, adjust to 0.55 - 0.6mm (0.022" - 0.024") by carefully
bending the electrode. Recommended Plugs: NGK D9EA
IMPORTANT
Only tighten spark plugs on cold engine & only to the torque values shown in para. 9.0
using appropriate anti-seize compound
Note: When plugs are removed from a warm engine, the following are indicators:
Light Coloured to Brown :- Plug & calibration is correct.
Velvet Black:- Mixture too rich. Check choke. Insufficient air intake. Check for
clogged air filter.
Oily, Glossy Coating:- Misfiring. Too much oil in combustion chamber. Worn
cylinder & piston rings.
Whitish with Melt Droplets:- Mixture too lean. Leaking valves.
6.6 Exhaust System
Visual check for damage, leaks & general condition.
6.7 Bolts and Nuts
Check for tightness, re-torque if necessary (see para. 9.0).

6.8 Tappet Adjustment
Tappets must be adjusted to: Inlet 0.254mm (.010")

Exhaust 0.254mm (.010")
Adjust the tappets when the engine is cold. Head torqued to 24 ft.lb. when cold. Carry out
this adjustment after five hours of operation and again after ten hours of operation. At the
25 hour inspection this is done again.
CAUTION
Continued operation with incorrectly adjusted tappets will result in damage to valves,
valve seats, valve guides & overhead gear.
6.9 Tachometer and Sender
Many apparent engine problems can be caused through inaccurate tachometers. Where
engine performance is observed to be outside limits, the tachometer should be checked
against a calibrated instrument. Tachometer sender gap is 0.4mm (0.016").
6.10 Additional Checks
Check engine for ease of starting. Conduct idle test run.

7.0 SERVICE & REPAIR
7.1 Engine Overhaul and TBO
These are carried out only by the manufacturer, Jabiru Aircraft Pty Ltd or by a specifically
approved Jabiru Engine Service Centre (contact Jabiru for details).
The engine must be sent in a complete state, with logbook, to Jabiru (or the Approved
Service Centre) after reaching the TBO limit.
Changes to the TBO due to operational experience will be advised by Jabiru through
Service Bulletins.

7.2 ENGINE REMOVAL PROCEDURE
No. Operation Tools
1 Remove Spinner and Propeller Phillips Screwdriver

7/16" Socket
7/16" Spanner
2 Remove Carby Heat hose from Hot Box Muffler Screwdriver
3 Remove Air Inlet Hose from Carburettor and blank Screwdriver

off Carburettor and Air Cleaner 2 Plugs
4 Disconnect Throttle Cable Long Nose Pliers
5 Disconnect Choke Lever Long Nose Pliers
6 Remove Oil Breather Line Screwdriver
7 Remove Fuel Line from Fuel Pump and plug Fuel Screwdriver
Line and Fuel Pump 1/4" Plugs
8 Remove starter Motor Cable from Solenoid 7/16" R/OE
9 Disconnect Earth at Battery 10mm R/OE
10 Remove Oil Pressure Gauge Lead -
11 Remove Oil Temperature Gauge Lead -
12 Remove Hourmeter Lead Screwdriver
13 Remove Cylinder Head Temperature Gauge Lead -
14 Remove Exhaust Gas temperature Gauge Lead -
15 Remove Tacho Lead -
16 Remove Left and Right Ignition Coil Leads -
17 Remove Muffler Assy 3/16" Ball End Allen

Key
18 Undo Engine Mount Bolts 7/16" Tube Socket

7/16" Spanner
19 Remove Engine from Engine Mount Frame -

7.3 ENGINE DISASSEMBLY
No. Operation Tools
1 Mount Engine on an engine stand in vertical position
2 Remove Spark Plugs Spark Plug Socket
3 Remove Oil Pressure Sensor 17mm Spanner
4 Remove Oil Filter -
5 Oil Pressure Valve may be removed by removing Snap Ring Pliers

snap ring (1)
6 Extract Valve Seat (1), Valve (1), Spring (1) -
7 Remove Oil Pump Assembly (Housing, Rotor, Stator 7/32" Allen Key
& Backing Plate)
8 Remove 4 capscrews in front oil seal carrier and break 3/16" Allen Key
seal on crankcase
9 Remove Fuel Line and Carburettor Screwdriver
10 Remove Fuel Pump, Gasket and Push Rod 7/32" Allen Key
11 Remove Distributor Cap Clamps, Caps and Rotors 5/32" Allen Key
12 Remove Starter Motor 7/32" Allen Key
13 Remove Alternator Mount 7/16" Socket

5/16 Ring O/End
Spanner
14 Remove Ignition Coils from Alternator Mount 3/16" Allen Key
15 Remove Flywheel 3/16" Allen Key
16 Remove Gearbox Cover 3/16" Allen Key
17 Remove Engine Mount Plate 7/32" & 3/16" Allen

Key
18 Remove Crankshaft Timing Gear -
19 Remove Lower Induction Pipes Screwdriver

20 Remove Sump 3/16" Allen Key
21 Remove Exhaust and Induction Pipes 3/16" Allen Key
22 Remove Tappet Covers 3/16" Allen Key
23 Remove Rocker Blocks and Push Rods 1/2" Spanner

(From S/N 225 rocker blocks were not used) 1/2" Socket
5/32" Allen Key
1/4" Allen Key
24 Remove Cylinder Head 7/32" Allen Key

1/2" Socket
25 Remove Push Rod Tubes -
26 Remove Cylinder 7/16" Crowsfoot
Removal of Piston
27 Remove 1 Wrist Pin Circlip Long Nose Pliers
28 Remove Wrist Pin (keep pin matched with its piston) -
29 Remove Piston Rings (keep rings matched with its piston) -
30 Repeat Operations 27-30 on other pistons if required. -
Crankcase Disassembly
31 Remove main Stud Nuts on Front 2 studs 7/16" Socket
32 Double check that every bolt is removed and sump, -

gear case engine mount plate, oil pump and
Front Oil Seal Carrier is removed
33 Tap Crankcase slightly and open Crankcase by Plastic Mallet

removing half Crankcase
34 Remove both Crankcase Halves of Crankshaft and -

Remove Cam Shaft
35 Remove Valve Lifters (8) -

Note - Keep valve lifters matched to each
Crankcase half.
36 Remove Thrust Washers (front and rear)

- 2 without tang on right half case
- 2 with tang on left half case
Note - visually check for marks or scratches
- keep matched to their seats -
37 Remove Main Bearing Inserts (12) -

Note - visually check for marks or scratches
- keep matched to seats
38 Remove Crankcase dowels. Remove O'Rings and Discard -

Note - do not attempt to remove studs as they
are loctited in with 620 loctite
39 Remove Oil Gallery Plugs and Oil Pressure Sender. -

Remove Oil Relief Valve.
Cylinder Head Disassembly

40 Remove Valve Springs and Valves Valve Spring
Compressor
41 Remove Push Rod Circlips and O'Rings Internal Circlip Pliers
Gearbox Cover Disassembly

42 Remove Distributor Shafts -
43 Remove Oil Seals -
Crankshaft & Camshaft Disassembly

44 Remove Bolts from Conrod ¼ allen key/10mm
Socket
Note - Rods will need to be heated 3/8 Ratchet
- Big End Bolts are Discarded on Removal Hot Air Gun Rags
45 Remove Rod Bearing Inserts

Note - visually inspect for marks and scratches -
- keep matched to their seats
46 Remove Camshaft Gears. Discard Camshaft Bolts. -

Remove welsh plug in rear of camshaft.
7.4 2200 ENGINE OVERHAUL
Inspection and Assembly of Sub-Assemblies

1 Sub-Assembly A - Crankshaft, Prop Mount and Con Rods.
2 Sub-Assembly B - Crankcase and Camshaft.
3 Sub-Assembly C - Pistons, Cylinders and Cylinder Heads.
4 Sub-Assembly D - Sump and Oil Pump
5 Sub-Assembly E - Flywheel, Ignition Coils and Alternator
6 Sub-Assembly F - Gear Case
7 Fuel Pump and Carburettor
8 Final Assembly of Sub-assemblies
9 Run In

Jabiru 2200 Component Inspection and Assembly Procedure
7.4.1 Sub-Assembly A - Crankshaft, Prop Mount and ConRods
A1 1) Remove welsh plugs from crankshaft

2) Clean conrods and crankshaft
Note - Make sure all old loctite is removed from threads
3) Strip paint off prop flange and crankshaft.
4) Magnet particle inspect crankshaft , prop flange, cam and conrods.
A2 Measure crankshaft and record in Build Sheet.
A3 Inspect Oil Holes for Cleanliness and insert new front welsh plugs (2 off) and rear
welsh plug.
A4 Inspect prop flange. Paint prop flange and end of crankshaft to prevent rusting.
A5 1) Magnet particle Inspect conrods for cracks.

2) Fit bearings with a light smear of bearing blue on back of shells.
3) Torque Caps to 18 lbs (with new bolts)
4) Measure Big End Bearings. Record in Build Sheet.
5) Measure Piston Pin Bore. Record in Build Sheet.
6) Remove caps and check bearing back contact (Must be at least 90%)
7) Remove all blue and thoroughly clean surfaces. Refit bearing shells.
A6 Temporarily mount prop flange to crankshaft and mount to stand vertically.

(Flange is removed later to fit front oil seal)
A7 1) Spray conrod bolts and conrod bolt threads with Loctite 7471 primer and
allow to dry.
2) Mount conrods to crankshaft. Use plenty of oil on journals. Closest to prop
flange is number 1. Pins to prop drive. Use Loctite 620 on rods and bolts
torque up to 24.0 NM (18 ft/lbs)
Note: Alloy rods are not reused but replaced with steel type

Drawing 9429063
A8 1) Clean and visually inspect camshaft.

2) Measure journal diameter.
3) Measure lobe lift.
Drawing 9433064
4) Inspect fuel pump lobe for wear.

5) Spray camshaft rear gears and bolts with Loctite 7471 Primer.
6) Fit gears and new bolts. Use Loctite 620 torque to 12 ft lbs & Lock Wire.
7) Fit end welsh plug.

Drawing 9448064
A9 Stage Inspection by 2nd person of Sub-Assembly

2200 Component Inspection and Assembly Procedure
7.4.2 Sub-Assembly B – Crankcase and Camshaft
B1 1) Clean crankcase, remove old Loctite and clean oil gallerys.

2) Visually inspect crankcase.
B2 Fit inner stud O Rings with a small smear of rubber grease.
B3 Inspect all studs for tightness threads and stretching
B4 1) Check oil suction pipe for security.

2) Check conrod welsh plugs (They don't need to be removed for overhaul. If
removing a conrod in the field the plug has to be removed first to gain
access to conrod bolts.) Steel conrods are removed from cylinder direction.
B5 Fit oil relief valve assembly, oil pressure sender and front plug/hourmeter switch.
Drawing 9435064
B6 1) Lightly blue bearing shells and one crankcase half.

2) Fit bearing shells.

Drawing 9441064
B7 1) Make spacers as per drawing.
Drawing 9442064
2) Join crankcase halves.
3) Put through studs in case.
Note the cylinders by themselves can be used as spacers. It is just a bit harder to
measure the main tunnels.
4) Fit old nuts and torque to 40 NM (30 ft/lbs) in two stages.
B8 Measure main tunnel and cam tunnel and record in build sheet.
B9 1) Disassemble.
2) Remove shells and check back contact (must be at least 90%).
3) Check mating surface on crankcase.
4) Remove all blue and thoroughly clean surfaces. Refit bearing shells.
B10 Measure cam lifters and bores and record on build sheet. Check Lifter face for
excessive scuffing. Oil and refit. Use a small amount of Molybdenum disulphide
grease on lifter faces.
B11 Check cam shaft end float in both halves. Record in build sheet.
B12 Check crankshaft end float in both halves and record in build sheet.

7.4.3 Sub-Assembly C - Pistons, Cylinders and Cylinder Heads
Cylinder Head Clean Up
C1 1) Clean oil off heads.

2) Dip heads in a cold dip solvent (i.e. Redik dkt Degreaser - Decarboniser -
Paint stripper) as per manufactures instructions to remove all carbon
deposits.
3) Note. The heads can be bead blasted, but care must be taken.
4) Wire buff valves.
5) Clean all other parts.
Cylinder Head Inspection and Repair
C2 1) Inspect cylinder head for flatness. If sealing surface show signs of leakage
it may need refacing. When refacing, remove only the minimum to clean
up.
2) Measure valve guide wear.
3) If wear is excessive remove guides. Measure valve guide bore in the head.
The new guide must have at least 0.05mm (0.002") interference on the
outside diameter.
Note - The standard guide has no dimples in top (P.N.4518064) In
(P.N. 4519064) Ex
0.05mm (0.002") has one dimple
0.05mm (0.004") has two dimples
0.05mm (0.006") has three dimples
4) Press guides back in.
Note - Oil hole must go up
5) Special Note Guides: Guides are installed at 7.05mm bore diameter.

Guides from 7.08mm can cause oil usage in the engine (max. valve stem to
guide clearance is 0.12mm).

5) Mount head up and cut seats as per drawing
Note - When cutting seats cut enough to clean up but try to remove as little as possible.
This will give maximum number of overhauls on heads. The above diagram
gives general valve seat cut geometry. Changes have occurred to production
engines. S/N: 01 – 208 used above geometry. S/N: 209 –743 used wider contact
seat area. Engines 745 + used seat width cut from approved dwg. 4797004(I)
and 4790004(E). Above valve diameters change S/N: 189 on.
6) Use ground and serviceable valves to check seat contact.

Note - If machine has a vacuum tester, vacuum test valves.
7) Heads of valves must be above the level of the combustion chamber. If
they are below, the valve seats and valves must be replaced.
8) Measure valve stem for wear. Record in build sheet if within limits or
replace valves.
9) Grind valve seats. If margin is too small, replace valves.
Drawing 9444064
C3 1) Clean heads and valves ready for assembly.

2) Measure valve springs. Replace if they are shorter than service limits.
40.0mm – 41.8mm (1.580" - 1.688")

Drawing 9443064
3) Inspect valve spring seats, valve spring retainers and valve collets. Replace
any that show signs of wear.
4) Lube valves well. Install valves, valve spring seats, springs, retainers and
collets.
Drawing 9447064

C4 Install Push Rod Tube O'Rings with a small amount of rubber grease.
Rocker Assembly
C5 1) Disassemble and clean off all carbon.

2) Inspect rocker tip for
wear. Replace any with excessive
wear.
3) Measure
bushes and record on build sheet.
4) If over service limits,
replace.
Drawing 9449064
5) Clean off old Loctite from rocker bore.
6) Press in Bushes.
Note - The width of the bushes is critical for the correct amount of
end float. so they must be pushed right home.
- By putting the outer (wider flange) bushes to the left makes
a left bush and vice versa. Always keep rockers matched
i.e. left stays left and right stays right.
7) Put a small amount of Loctite 290 (wickin) on bushes to lock them on.
8) Ream bushes with an adjustable ream to dia 12.03mm - 12.05mm
(0.474" - 0.475").
9) Measure rocker shafts for wear and inspect for scratching, scuffing etc.
Record in Build Sheet.
10) Inspect rocker blocks.
Note - If the clamp capscrew comes loose it will let the shaft rock.
Any blocks like this must be replaced.
11) Assemble rocker block.
12) Actions 5 – 8 refer to earlier bushed rockers up to engine 118. Engines
from 189 onwards use either 12mm or 15mm wide GLASIER type bush.
These were pushed in to fit (friction fit, no compound used to lock).

Drawing 9449064
13) Put capscrew through clamp hole and check rocker end float. Must be 0.1
to 0.4mm (0.004" to 0.010"). Face off outside bushes to adjust.
14) Clean up, oil well and reassemble.
Cylinders
C6 1) Clean and visually inspect.
2) Mount cylinders in honing
machine by base and hone with Sunnen mm 33-J85 S
Drawing 9436064
3) Measure and record in Build Sheet
4) Bead blast cylinder outer to remove all old paint and rust.
5) Etch prime and paint with high temperature black paint.
6) Run 5/16 UNF Tap through head threads to remove all beads and to insure
that head bolts torque up fully.
7) Clean in kero then in hot soapy water to remove all honing oil etc.
Note: Once cleaned, oil up cylinders straight away. Store in a cool dry
place in a sealed container.
Pistons
C7 1) Clean oil out of pistons.
2) Dip Pistons in cold dip solvent (i.e. Redik DKT degreaser - decarboniser -
paint stripper) as per manufacturers instructions to remove all carbon.
Note: The head of the piston can be bead blasted, but never bead blast
the ring grooves, piston skirt and piston pin bores.
3) Use an old ring to clean carbon out of ring grooves but care must be taken
not to scratch grooves. Any scratching will cause Gas Leakage past the
rings. A piece of 2mm (0.080") perspex can also be used as it is kinder to
the pistons.
C8 1) Clean thoroughly.
2) Visually inspect pistons for cracks or damage.
3) Measure pistons and record in build sheet.
Drawing 9434064
4) (i) Clean inhibitor off new rings.

(ii) Measure end gap of rings in the cylinder and record in build sheet.
(iii) Fit rings with dots up
Note: End of oil ring expanded must be butted together.
(iv) Fit pistons in cylinders. Oil Ring should only just enter so piston
pin can be fitted later.
Note: Arrows on inside of pistons point in direction of rotation.
Oil Rings and pistons and bore well.
(v) Fit front piston pin circlip.
(vi) Fit cylinder base O Ring.
(vii) Seal up in plastic bags ready for final assembly.

7.4.4 Sub-Assembly D - Sump and Oil Pump
Sump
D1 1) Clean sump and remove all gasket eliminator.

2) Inspect oil pick up.
D2 Remove induction O Rings.
D3 Inspect carburettor coupling replace if it is damaged or showing signs of

deterioration.
Note: It is very important that the carburettor and coupling are free of
oil. If there is any oil present at all, it is possible for the
carburettor to slip out of the coupling or if the clamp is not
positioned to the rubber edge facing the carby
D4 Fit new induction O Rings to Induction Pipes.
Oil Pump
D5 1) Inspect oil pump inner and outer for damage to rotor surfaces.
2) Measure rotor clearance.
Drawing 9440064
Housing to Outer Rotor clearance 0.07mm to 0.14mm (0.003" to 0.006")
Inner Rotor to Outer Rotor 0.07mm to 0.14mm (0.003" to 0.006")
3) Fit Inner Rotor into Outer Rotor. Using straight edge check end clearance.
End Clearance 0.03mm to 0.006mm (0.0015" to 0.003")

Drawing 9428064

7.4.5 Sub-Assembly E - Flywheel & Ignition Coils & Alternator & Alternator Operation
Flywheel Inspection
E1 Inspect ring gear for damaged teeth
E2 Use a spring scale and a prop cap screw as per drawing to test ignition magnet
strength. Pull off should be 1.5 to 2.5 kg (3.3 to 5.5 lbs)
Drawing 9437064
E3 Use spring scale and prop cap screw as in E2 to test alternator magnets. Pull off
should be 1.5 to 2.5 kg (3.3 to 5.5 lbs).
Drawing 9438064
Ignition Coil Inspection
E4 1) Using a multimeter measure the primary resistance (from the earth

terminal to the iron core). It should be 0.8 R to 1.0 R.
Drawing 9439064
2) Measure the secondary resistance (from the high tension lead to the iron
core) it should be between 5.9 KR to 7.1 KR.
Drawing 9439064
Alternator Inspection
E5 1) Use multimeter to test resistance of windings. Resistance should be
0.5 to 1.1 R.
2) Use multi meter to test resistance to ground. Resistance should be infinite.
Permanent Magnet Alternator (PMA) Operation

(1) Master Switch (3) Main Bus Bar (5) Battery (7) Regulator
(2)Voltage Reference Line (4) Fusible Link (6) Permanent Magent Alternator (8) Charge Lamp
The charging system supplies electrical devices and also charges the battery while the
engine runs. It consists of a Permanent Magnet Alternator (PMA) and a Regulator.
1. This permanent magnet alternator (PMA) is a 10 pole rotating magnet type generator.
It is a simple construction consisting of a stator and rotor.
The rotor is made up of ten permanent magnets, alternator body and magnet retainer
mounted on the flywheel.
The stator has ten poles with coils and is mounted on the rear plate the stator goes inside
the rotor.

2. Regulator
and the battery, and also charges the battery.
If however, the battery voltage exceeds a certain level, the D.C. is cut off from the

Jabiru 2200 Component Inspection and Assembly
7.4.6 Sub-Assembly F - Gear Case
F1 Remove distributor shaft seals and rotor seal and discard.
F2 Inspect Distributor shaft posts for signs of leaking.

Note: If there is no signs of leaking don't disassemble. But if it is leaking
disassemble and clean off old master gasket. Inspect surfaces and
reassemble.
F3 Clean gear case distributor shaft and engine mount plate.
F4 Measure distributor shafts and record on build sheet.
F5 Measure distributor shaft posts and record in build sheet.
F6 Fit shafts into gearcase and using a straight edge and feeler gauge measure end
float. Record in build sheet.
F7 Visually inspect gears for wear.
F8 Fit seals to gear case.
F9 Lube shafts and fit to gear case.
F10 Fit rotors.
F11 Visually inspect engine mount plate for 1) Damaged Threads

2) Wear from distributor shafts.
F12 Seal up and store for final assembly.

Jabiru 2200 Component Inspection and Assembly
7.4.7 -Assembly G Fuel Pump and Carburettor and Carburettor Operation
Fuel Pump
The fuel pump on the 2200 engine is replaced as a complete unit at overhaul. It can be
insp
1) Stuck or leaking valves

2) Torn diaphragm
3) Weak springs
4) Broken actuating lever.
-3 or 94/
butterfly- -float system arranged
-valve type starting carburettor. It
ller diaphragm and projects into the
venturi. It changes the smallest cross section ("choke tube") of the venturi as a function of
the vacuum at this point.
The throttle valve diameter is 36mm.
MOUNTING
The carburettor is secured to the engine using a -on connection which
provided with a socket having a diameter of 50mm and a length of 12mm for connecting
an air filter or intake silencer.
FUEL INTAKE
hinge. The float is arranged centrally below the carburettor choke tube so that the
carburettor can be tilted very far in all directions without impairing
of the float is to maintain the fuel level in the float chamber (44) constant. When the fuel
has reached a specified level in the float chamber, then the float (40) mounted on pin (41)
ed against the seat of the float needle valve, thus
preventing any further supply of fuel. When the engine draws in fuel from the carburettor,
opens the valve again and allows fuel to flow in from the tank. The float needle valve
when the engine is at a standstill. Minute foreign bodies may be deposited between valve
56
seat and needle tip, thus preventing complete closure of the valve. When stopping the
engine, therefore, the fuel cock on the tank should always be closed. In addition the fuel
should be filtered before it reaches the carburettor. The filter should be selected so that
foreign bodies greater than 0.1mm are filtered out and the fuel supply is not impeded to
too great an extent.
The float needle (42) contains a spring-loaded plunger which contacts the float hinge.
This absorbs vibrations on the float (40). In addition the float needle (42) is connected to
the float hinge by the retaining spring (43) to prevent it from moving between float and
valve seat and thus reducing the fuel supply. Spring and retaining guide make a
considerable contribution towards keeping the fuel level in the float chamber constant.
When fitting a new float, the fuel level must be adjusted. When doing this care must be
taken to ensure that the fuel needle spring is not compressed by the float weight. It is
therefore advisable to put the carburettor in a horizontal position until the float just
contacts the float needle. In this position the point on the float hinge is set in such a way
that the float top edges are parallel to the top edge of the float chamber.
The float chamber (44) is secured to the carburettor housing by a spring yoke (45). A seal
(46) is provided between float chamber and carburettor housing. The space above the fuel
level is connected to atmosphere by two ducts. When these ducts are blocked, an air
cushion forms above the fuel. The fuel will not lift the float sufficiently to close the
needle valve and the carburettor overflows.
The float chamber (44) incorporates an overflow pipe to allow fuel to drain off if the
specified level in the float chamber is exceeded substantially due to a leaking needle
valve.
MAIN REGULATING SYSTEM WITH PRESSURE REGULATOR
The amount of mixture drawn in by the engine and thus its performance is determined by
the cross-sectional area in the choke tube which is opened by the throttle valve (23). The
throttle valve is secured to the valve shaft (24) by two screws (25). The end projecting
from the carburettor housing carries the throttle levers (27) + (28) which are secured by
the nut (3) and washer (29) to which the Bowden cable operating the throttle shaft is
attached. The sealing ring (26) provides the seal between valve shaft and housing. The
retaining arm (31) attached to the carburettor housing by means of screws (32) and
washers (33) engages the notch in the valve shaft and thus prevents it from moving in
axial direction. The return spring (35) whose action opposes the Bowden cable is attached
between a bent-over tab at the lower end of the retaining arm and the throttle lever (28). If
the throttle valve (23) is opened while the engine is running, the increased air flow in the
choke tube results in a vacuum building up at the outlet of the needle jet (3) which draws
fuel from the float chamber through the jet system. At low speeds and in particular in the
case of four-stroke engines, this vacuum is not sufficient for an adequate fuel supply; it
must therefore be increased artificially by using a pressure regulator. For this purpose the
BING constant depression carburettor type 64 is provided with a plunger (13) operating in
conjunction with a diaphragm (16); which reduces the cross-sectional area or the needle

jet outlet by virtue of its own weight or, in some applications with the additional pressure
from a spring (22), and thus increases air velocity and vacuum at this point.
The plunger (13) is located centrally in the cover (20) which is secured to the carburettor
housing by screws (21). The diaphragm (16) is connected to the plunger (13) by a
retaining ring (17) and four screws (18) and washers (19) each. The vacuum in the choke
tube acts on the top of the diaphragm and the plunger via a bore (U) in the plunger (13)
and attempts to lift the plunger against its own weight and spring (22). The considerably
lower vacuum between air filter and carburettor is applied to the underside of the
diaphragm via duct (V) as a reference pressure.
If the throttle valve (23) is opened when the plunger (13) is closed, then a vacuum will
build up in the small cross-section at the bottom of the plunger (13) which is sufficient to
provide a supply of fuel. The weight of the plunger (13) and the force of the spring (22)
are matched in such a way that this vacuum will be maintained with increasing speed until
the plunger has fully opened the carburettor cross-section. From this point onwards the
carburettor acts as a throttle valve carburettor with fixed choke tube. The vacuum
increases with increasing speed.
The space in the cover (20) above the plunger guide is vented through bore (D). Its
diameter is designed in such a way that it acts as a restrictor for air flowing in and out and
therefore acts as a vibration damper for the plunger.
On its way from the float chamber to the choke tube the fuel passes through the main jet
(1), the jet carrier (10) and the needle jet (3); as it leaves the needle jet it is pre-mixed with
air which is brought in from the air filter via an air duct (Z) and the atomiser (2) in an
annular flow around the needle jet. This air flow assists the atomising process to form
minute fuel droplets and thus favourably affects the fuel distribution in the intake
manifold and combustion in the engine.
The conical section of the jet needle (4) which is secured to the plunger (13) with the
retaining spring (14) and the serrated washer (15) engages into the needle jet (3).
Depending on the dimension of the flat cone at the end of the jet needle, the annular gap
between jet needle and needle jet is enlarged or decreased and thus the fuel supply is
throttled to a lesser or greater extent. The jet needle (4) can be located in the plunger (13)
in four different positions which, similarly to the jet needle cone, affect the amount of fuel
drawn in. For example "needle position 3" means that the jet needle has been suspended
from the retaining spring (14) with the third notch from the top. To achieve the height
adjustment the jet needle is turned through 90o and pushed up or down, the retaining
spring engaging the next notch in the jet needle. If the needle is suspended higher up, this
will result in a richer mixture and vice versa.
In short the main regulating system is set using main jets and needle jets of various
diameters and also jet needles, plungers and pistons of various types.
Between main jet (1) and nozzle stock (10) a washer (12) is provided which, together with
the float chamber, forms an annular gap. In particularly severe operating conditions this
ensures that the fuel is not spun away from the main jet.
A rubber ring (11) seals the nozzle stock (10 off from the carburettor housing to avoid any
fuel being drawn in via the thread and thus bypassing the main jet.
IDLING SYSTEM
During idling and low-load running the throttle valve (23) is closed to such an extent that
the air flow underneath the plunger (13) no longer forms a sufficient vacuum. The fuel is
then supplied via an auxiliary system, the idling system, which consists of the idling jet
(5), the idling air jet (LLD) - no spare part - and the mixture control screw (7) which is
sealed off against the carburettor housing by the rubber ring (9) and secured by spring (8)
to prevent it from becoming slack. The fuel passes through the idling jet (5) whose bore
will determine the amount of fuel. Behind the jet bore the fuel mixes with air which is
supplied via cross ducts in the jet throat from the idling air channel, the amount of air
admitted being determined by the size of the idling air jet at the inlet of this duct. This
initial mixture then flows through the idling outlet bore (LA), the cross-sectional area of
which can be adjusted by the mixture control screw (7); it then reaches the choke tube via
bypass or transition passages (BP) where it is mixed further with pure air.
Idling should always be with the engine at operating temperature. First the mixture
control screw (7) is turned fully clockwise and then backed off by the number of turns
specified for the particular engine. Turning in clockwise direction results in a leaner
mixture and turning in anti-clockwise direction in a richer mixture.
The idling setting quoted serves as a guide only. The optimum will generally differ
slightly. First select the desired idling speed by using the idling stop screw (34). When
subsequently adjusting the mixture control screw - starting from the basic setting - a speed
drop will be noticed in both directions. The optimum setting will generally be found half-
way between the two settings at which this speed drop was noticed.
To facilitate the idling setting on engines having several carburettors where it is important
that they are evenly adjusted, it is possible to connect a pressure gauge (in the simplest
case a "U-tube pressure gauge") to a nipple below the throttle valve shaft bearing point
which is normally closed off by screw (39). To select the idling speed, the idling screw
(34) is in this case adjusted until the same vacuum is indicated for all carburettors. By
slightly opening the throttle valve via a turning handle or the accelerator it is also possible
to adjust Bowden cables or linkages evenly by making this vacuum comparison.
STARTING CARBURETTOR
BING constant depression carburettor is provided with a rotary valve starting carburettor
as an aid for staring a cold engine using a Bowden cable. A disc (47) resting against the
carburettor housing is turned via a shaft in the starting carburettor housing (48) so that the
starting carburettor chamber into which air enters from the air filter side of the carburettor
is connected to the engine side of the carburettor via a duct. The airport in the disc (47) is
shaped in such a way that depending on the disc position, more or less air is drawn in. At
the same time the disc opens the fuel system of the starting carburettor via bores matched
to the disc position. The fuel flows from the float chamber through the starting jet into the
vented starting chamber also contained in the float chamber (44) and from there through a
riser where it is pre-mixed with air via transverse bores, into the starting carburettor.
There it forms a particularly rich mixture with the air drawn in, and this mixture bypasses
the main carburettor to flow into the intake manifold of the engine direct. During
starting the throttle valve has to be closed to make sufficient vacuum available for
the starting carburettor. When the engine is at a standstill and also during normal
operation the fuel level in the float chamber compartment incorporating the riser will be
the same as in the rest of the float chamber. When starting with opened-up starting
carburettor, the fuel will initially be drawn in from this compartment which forms a very
rich mixture. The fuel supplied subsequently will only be the amount allowed through by
the starting jet. This ensures that, once the engine has started, it is not supplied with an
excessively rich mixture and stalled. The starting carburettor is therefore matched to any
given engine by modifying the starting jet and matching the space behind it.
The starting carburettor is secured to the carburettor housing by four screws (51) and
protected against ingress of dirt and water by the seal (50) between the two. The starting
shaft is also sealed against the starting carburettor housing by a rubber ring (49).
Carburettor Overhaul
Note: As a guide to overhaul read carburettor operation.
G1 Disassemble carburettor
b) Stand crankshaft (Sub assembly A) up vertically, mounted on the prop
flange as per drawing.
Drawing 9429063

c) Apply Loctite 515 to left side of the crankcase.
H2 a) Fit cam shaft to left side
b) Inspect 1) Bearing shell in position

2) Loctite on all areas
3) O Rings in
4) Piston/Cylinder Assembly complete
5) Thrust washers in position
6) Dowels in
7) Lifter are in with moly grease on faces
c) You will need 1) An extra person

2) 4 7/16 Ring Open End spanners
3) 2 9/16 Ring Open End spanners
4) 2 3/8 Plain grade 5 nuts
5) 2 3/8 Belleville Washers
6) 18 through stud nuts (MS21042L6)
7) 6 through studs
8) Torque wench
9) 7/16 x 3/8 drive 2" extension
(snap on no fres 14)
10) Long Nose Pliers
Note: An extra person makes it easier to bolt up and also can cross check
work.
H3 a) Stage Inspection
b) Oil all bearing, crank and camshaft
c) Fit halves over crankshaft assembly and squeeze up by hand.
H4 a) Using spacers and plain nuts on rear studs and belleville washers and
MS21042L6 nuts on the front studs pull the crankcase together (but don't
do up tight)
b) Remove rear nuts
H5 Put all through studs in
H6 a) Fit piston/cylinder assemblies to No. 1 & 2 conrods
b) Fit circlips cross check circlips for correct fit. Push cylinders home.
c) Put cylinder base nuts (MS21042L6) on. Using 2 7/16 ring spanners do
up each side together.
If one nut goes on more than 3 turns put the 3/8 plain nut on top of it and
use a 9/16 ring spanner to hold the nut, locking up the stud.
Torque up by hand lightly.
d) Turn engine 1/2 turn so No. 3 & 4 conrod are out. repeat procedure on No.
3 & 4.
H7 a) Torque to 15 ft lbs then 30 ft lbs.

Note: Keep an eye on the amount of thread through each nut.
Both sides should have approx 2 turns hanging out.
b) Put anti sabotarge. Paint on nuts.
STAGE INSPECTION
Camshaft Timing
H8 a) Fit crankshaft gear as drawing and put one bolt in crankshaft to hold gear.
Drawing 9432064
b) Mount a dial indicator on cylinder with the plunger on the center of the
piston.
c) Zero the indicator at T.D.C.
d) Fix a wire pointer of the oil seal bolt hole and roughly set to T.D.C.
e) Turn 1/4 turn backwards then forward until the piston is 2mm from T.D.C.
Note degrees.
Turn past T.D.C. to 2mm down from T.D.C. Note degrees.
Add two together then divide by 2 and set pointer at this (with piston down
2mm)
Note: The crank is mounted to turn the engine in direction of
rotation turn crankcase anti clockwise viewed from rear.
f) Repeat again to check.

Note: It is important to find T.D.C. accurately as it is the datum
for setting the cam timing and ignition timing.
g) Set dial indicator up to measure lift on No. 1 exhaust. Set to 0 on max lift.
h) Turn 1/4 turn backwards then turn until 0.5mm (0.020") from peak note
degrees continue turning until 0.5mm (0.020") after peak.
Note: Always turn in direction of rotation to eliminate back lash
in gears.
i) Calculate total degrees and divide by 2 to find peak. Peak should be 70o-
72o after B.D.C.
j) The cam shaft gear has 22 teeth and 6 bolt holes, so if it needs adjusting.
Move the gear around and re check. Record final measurement in build
sheet.
Head Fitting
H9 a) Insure * All O Rings are place and greased

* Have all head bolts
* Head Gaskets
* Push rod tubes
* Push Rods
* Rocker Blocks
* Loctite 515
* Loctite 626
b) Fit heads by hand.
c) Push the push rod tube through the head and all the way home. Fit circlips.

Note: Make sure outside of tubes are smooth or it will damage the
O Rings.
d) Oil Push rods and fit.

Note: Make sure ball end of push rod is in the socket of the lifter.
It also helps if the lifter is on the base circle of the lobe.
e) Put loctite 515 on the base of the rocker block and fit long bolt torque
lightly by hand (heads with separate rocker block).
Put loctite 262 on rocker block cap screw and torque to 16 ft lbs.
Note: Engine serial no: 225 on do not have rocker blocks.
¼” unc cap screw is torqued to 8 ft lb
f) Torque heads to 16 nm then 32 nm (12 ft lbs then 24 ft lbs).
g) Adjust all valves to 0.25 mm (0.010").

Note: Valves must be adjusted with the lifter 180o to the peak lift
to ensure it is on the base circle.
Sump and Induction
H10 a) Fit sump using loctite 515 on faces and loctite 242 on threads.
Note: Because the engine mount plate goes on the sump and
crankcase it is important to make sure the sump is level with
the rear crank case face.
b) Fit 3 & 4 induction pipe to heads then 1 & 2
c) Fit lower pipes and hoses
Gear Case and Rear
H11 a) Insure * Gear case is fitted up

* Backing plate is ready
* All bolts are ready
* Loctite 515
* Loctite 242
* Loctite 262
b) Turn engine around until it is 25o B.T.D.C. No. 1 compression
c) Put loctite 515 on crankcase. Fit engine mount plate. Make sure 2 inside
cap screws are in. Use loctite 242 on all cap screws.
d) Put loctite on gear case and point rotors to No: 1 Position.

Drawing 9431064
Note: When gear case goes on

1) Make sure No. 1 is 25o before T.D.C. compression.
Both valves should be seated.
2) The rotors point to the No. 1 position on the rotor
caps.
Fit cap screws with loctite 242 and torque.
H12 a) Fit flywheel with the magnets horizontal (they then should line up with the
coils).
Note: The small hole in the flywheel will line up with the hole in
the crankcase. (It may not line up with the hole in the gear
if it has been moved for cam timing.) Put loctite 262 on new
flywheel cap screws and torque to 20 nm (15 ft lbs).
b) Fit coil mount posts and alternator mount.

c) Fit coils and set gap to 0.25mm (0.010")

Note: A strip of 0.25mm (0.010") card is best because it is not a
magnet.
H13 Fit Carburettor assembly

Note: It is very important to make sure hose clamp is at the outside end of
coupling, the coupling and carby are free of oil and the carburettor
goes fully into coupling, clamp is of 10mm wide stainless type.
H14 Fit Fuel Pump Assembly

Note: Use loctite 242 on cap screws. Use molybdenum disulphide grease
on push rod.
Oil Pump
H15 a) Put loctite 515 on back face of oil pump backing plate and fit.
b) Fit woodruff key
c) Fit inner gear to camshaft.
d) Fit outer gear to housing and fill with oil.
e) Fit O Ring
f) Fit Oil pump on. Use loctite 242 on cap screws.

Note: When torqued up, rotate engine carefully to ensure oil pump
is not binding. If oil pump binds it can sheer the end of
camshaft.
H16 Fit exhaust system. Use a little anti seize on cap screws and shake proof washers.
Front Seal & Flange
H17 a) Remove from vertical stand and mount on engine mount stand.
b) Remove prop flange.
c) Clean off oil from sealing surfaces.
d) Use loctite 515 on crankshaft seal carrier to crankface and loctite on cap
screws. Put a little grease on seal. Install seal.
e) Prime crankshaft and new prop flange bolts with loctite primer. Using
loctite 262 fit flange and torque to 40 nm (30 ft lbs).
f) Wire flange.

7.4.9 Engine Run In
The Jabiru engine is run in on a DYNOMOMETER and cooled with fan driven air. In
the absence of a DYNO controlled run, engines can be run in in the airframe. Very large
air ducts must be constructed to get adequate airflow for cooling in the static situation.
The flying air ducts must not be used for this purpose. Extreme care must be taken with
the cylinder head temps if run in is done in the airframe. Engine run in procedure allows
progressive build up of the B.M.E.P. (break mean effective pressure) in the cylinders
while carefully limiting the heat build up. In essence short amounts of hard work
increasing in intensity while limiting the heat build up is the format. This can be seen in
detail after the engine build sheets. All engines are run in before delivery including
overhauled engines as well. When delivered they are ready for flight.
Run Procedure to be used only if engine has not been run-in.
1) Mount Engine on test rig (See engine installation)
2) Fill with non detergent oil.
3) Remove spark plugs and wind over until oil pressure is reached.
4) Fit plugs and cooling ducts.
5) Run in.
Follow run in program.
6) Cool down (at least 12 hours)
7) Retorque heads
8) Adjust valves
9) Rerun
10) Check leak down
Note: There is a run in program and run in checklist to fill out.
7.5 Engine Installation

Operation Tools
1) Fit engine to engine mount
2) Torque engine mount bolts up 7/16 Tube Socket

7/16 Ring Open End
Spanner
3) Fit muffler (if not already fitted) and fit carburettor 3/16 Ball End Allen
Key
heat muff and hose.
4) Connect left and right ignition coils leads
5) Connect Tacho sender
6) Connect exhaust gas temp (if fitted)
7) Connect cylinder head sender 18mm Spark Plug

socket
8) Connect hourmeter Screw Driver
9) Connect oil temp gauge sender
10) Connect oil pressure gauge sender
11) Connect starter 7/16 Ring Open End

Spanner
12) Connect Battery 10mm Ring Open End

Spanner
13) Connect fuel line Screw Driver
14) Connect Oil Breather Screw Driver
15) Connect Choke Cable Long Nose Pliers
16) Connect Throttle Cable Long Nose Pliers
17) Connect Air Inlet Screw Driver
18) Fit Propeller and spinner 7/16 Ring Open End

Spanner
Phillips Screw Driver
19) Fit Cooling Ducts 3/16 Allen Key
20) Prime Fuel system with electric pump and inspect

for leaks
21) Check for oil. Fill if needed. 2.3L oil (2.43 US

quarts)
22) Wind over to get oil pressure
23) Start and inspect for leaks
24) Test Fly

Note: First flight is a test flight so fly conservatively
25) Remove Cowls and inspect for anything loose, rubbing or leaking.
26) After 5, 10 and possibly 15 hours retorque heads, adjust valves and inspect engine
installation. Heads torqued to 24 (22) ft. lb. and valve clearance 0.010”.
27) After 25 hours retorque heads, adjust valves and inspect engine installation.
Change oil and filter. Cut filter open and inspect. Check engine leak down.
28) If oil consumption is stable fill with W100 (W80 in cold conditions and W120 in
very hot conditions). If it is still using oil remain on W100 oil.
7.6 Prop Strike Inspection
After ground contact of a wooden propeller, check the crankshaft flange for run-out at the
front seal surface. If run-out is evident, the engine will have to be stripped and crankshaft
checked for cracks.
If an engine stoppage due to force is not recorded in the logbook and not advised to Jabiru,
the liability for all subsequent and consequential damage will remain with the owner.
This applies to both prior to and after engine overhaul.
7.7 Build Sheets and Run In Programme
Included with the build sheets are * Pre Run Check List
* Run In Programme
* Post Run Checklist
Photocopy all documents and use photocopies to fill in. When complete, fax to Jabiru
Aircraft so all documents can be kept up to date. This helps us provide a better service to
our customers if we know what our engine is in and what has been done to it.
Fax Number Within Australia 07 4155 2669

Outside Australia + 61 7 4155 2669

Jabiru Aircraft Pty Ltd
WARNING
This engine has been run in and is ready for flight.
DO NOT GROUND RUN THIS ENGINE

This engine has been inhibited and the oil system drained. Before first start of new engine, remove 1 spark
plug from each head. Add the required run-in oil to sump (2.3 litres), engine must have oil cooler fitted.
Press starter to obtain oil pressure and to throw out excess inhibiting oil in cylinders. Replace plugs.
NOTE: ALL plastic bungs must be removed
At each 5 hours for first 15 hours check tappet clearances (0.010" cold) and cylinder head bolt torque (24
ft.lbs/32nm).
Note: New style heads have a 1/8 NPT plug to be unscrewed to uncover head bolt No. 5. After torquing
reset plug with Loctite 243.
Ø For the first 25 hours of operation, add 2 litres of Shell 100 oil. After 25 hours drain oil, retorque
cylinder head bolts to 24 ft lbs and check valve clearances (inlet and exhaust 0.010" cold).
Ø Use 2 litres of W100 oil for normal operation or W80 oil for cold weather operation.
Ø Shell also manufacture a multigrade oil Aeroshell 15W50 which is particularly suited for operations in
cold climates.
UNDER NO CIRCUMSTANCES USE AUTOMOTIVE OIL IN THIS ENGINE.
Use only oils which are designed for Air Cooled Aero Engines.
Ø Some brands of automotive oils have been shown to cause very rapid cylinder wear. This will not be
covered under warranty.
Ø Operate engine only on AVGAS 100LL or highest octane available MOGAS above 95 octane
containing lead. Failure to do so could result in engine damage and void warranty.
*USE OF OIL/FUEL ADDITIVES VOID WARRANTY

Jabiru 2200 – Component Assembly Procedure
Subassembly A – Crankshaft, Propeller Mount Flange and Conrods
No. Details Sign Sign Date

A1 Inspect for Burrs, Oil Holes,
Chamfers; Clean Crankshaft,
Conrods and Propeller Mount
Plate
A2 Inspect Oil Holes and Insert
Welch Plugs
A3 Measure Crankshaft (refer to
Goods Inwards Inspection
Sheet)
A4 Inspect and Measure Propeller
Mount Flange
A5 Inspect and Measure Conrods
(refer to Goods Inwards
Inspection Sheet)
A6 Mount Propeller Mount Flange
to crankshaft Torque to 30ft.lbs/
Lockwire
A7 Fit the Conrods to the
Crankshaft; Use Loctite 620 on
the bolts and torque to 18ft.lbs
Stage A8 Stage Inspection of Assembly –
1 Conrods/Crankshaft
I hereby certify that the subassembly has been completed using the approved procedures
and data; and is fit for installation.
Signed: _______________ Date: ____________
For Jabiru Aircraft Pty Ltd

Certificate of Approval #3501
Notes:

Component Register and Parts Inspection Record
Subassembly A – Crankshaft, Propeller Mount Flange and Conrods
Batch ____________ Serial No ____________ Date ____________
Description Part No Batch Item Details

Mains Big End
1 2 3 4 1 2 3 4
Crankshaft 4644082
Propeller Mount Flange 4525064 5 6
B/E Dia
Conrod 1 4651183
2 4651183
3 4651183
4 4651183
Conrod SHCS
5/16 x 1” UNF
Bearings ACL 4B8290
I hereby certify that the above listed parts conform with the dimensions, have been engraved, and
installed as recorded.
Signed ____________ Date ____________

Page No: 76 Issue No: 2 Date:130598 Issued By: PJA

Subassembly B – Crankcase and Camshaft Assembly
No. Details Sign Date

B1 Inspect case, deburr, clean, check oil holes
B2 Fit inner stud “O” rings
B3 Fit all studs
B4 Fit outer oil suction and conrod welch plugs
B5 Fit oil relief valve, oil pressure sender and
pressure switch
B6 Fit bearing shells (12)
B7 Assemble and torque to 30 ft.lbs
B8 Measure main tunnel and camshaft bearings
B9 Measure Cam Follower Bores
B10 Fit Lifters
B11 Check Camshaft End Float
B12 Check Crankshaft End Float
Signed: _______________ Date: ____________

Notes:

Subassembly B – Crankcase and Camshaft Assy
Batch ____________ Serial No. ____________ Date ____________

Crankcase LS 4308052
Crankcase RS 4309052 1 2 3 4 5 6
Camshaft 4279042
Studs – Long Barrel 4291044 Cam
Tunnel
Studs – Short Barrel 4292044 Cam
Studs – Front 4293044 1 2 3 4 5
Outer Gear 4333054
Inner Gear 4066123 Cam Followers
Crankshaft Gear 4643084 LHS
Main Bearings 5M1869 RHS
I hereby certify that the above listed parts conform with the dimensions, have been engraved, and
installed as recorded.
Signed ____________ Date ____________


Subassembly C – Pistons, Cylinders and Cylinder Heads

C1 Clean and deburr all parts
C2 Record all measurements
C3 Install pushrod tube “O” Rings
C4 Check valve seats, fit spring retainers, install
valves
C5 Fit intake pipes to heads
C6 Complete rocker shafts and rocker assemblies
C7 Fit cylinder base “O” rings
C8 Fit front circlip
C9 Check ring end gaps, fit rings to pistons
C10 Install piston assembly to cylinder just clear of
the oil ring
Signed: _______________ Date: ____________

Notes:

Subassembly C – Pistons, Cylinders and Cylinder Heads

Guides
Inlet Outlet
Head 1 4577062
2 457806N
3 4577062
4 457806N
Bore Length
Cylinder 1 4554062
2 4554062
3 4554062
4 4554062
Ring Gap
Dia Top Bottom
Piston 1 4685083
2 4685083
3 4685083
4 4685083
Rockers LH 4647084
RH 464808N
Gudgeon Pin 4299054
I hereby certify that the above listed parts conform with the dimensions,
have been engraved, and installed as recorded.
Signed ____________ Date ____________


Subassembly D - Sump

D1 Deburr and wash sump, inspect for defects
D2 Fit oil temperature sender
Signed: _______________ Date: ____________

Notes:

Subassembly D – Sump

Sump 4630072
I hereby certify that the above listed parts conform with the dimensions, have
been engraved, and installed as recorded.
Signed ____________ Date ____________

Subassembly E – Flywheel and Ignition Coils

E1 Deburr and Clean
E2 Fit magnets using silastic
E3 Using loctite 620 fit the ring gear
E4 Fit the alternator rotor
E5 Fit the plugs to the ignition coils
Signed: _______________ Date: ____________

Notes:

Subassembly E – Flywheel Assy

Flywheel 4645183
Ring Gear 4066423
Coil 1 PI10522N
2 PI10522N
I hereby certify that the above listed parts conform with the dimensions,
have been engraved, and installed as recorded.
Signed ____________ Date ____________


Subassembly F – Gear Case

F1 Deburr, clean and inspect all of the gears
F2 Measure the shaft post internal diameters and the
distributor shaft diameters
F3 Using loctite 515 fit the shaft posts to the gear
housing
F4 Fit the distributor shaft seals and rear crankshaft
seal
F5 Fit shafts to gears with 24 hour araldite
F6 Fit the distributor shafts and gears to the gear
housing
F7 Check end clearance of distributor shaft to case
flange
Stage 2 F8 Stage Inspection of Assembly
Signed: _______________ Date: ____________

Notes:

Subassembly F – Gear Case

Dia
Distributor Mount Spacer 1 4632074
2 4632074
Distributor Drive Shaft 1 4332154
2 4332154
Gear Housing 4631073

Distributor Gear 1 4333054
2 4333054
I hereby certify that the above listed parts conform with the dimensions, have been engraved, and installed as
recorded.
Signed ____________ Date ____________


Subassembly G – Fuel Pump and Carburettor

G1 Fuel Pump – Disassembly
G2 Drill hole in spacer and insert breather
G3 Final assembly checked for correct flow
G4 Drill and tap upper half for 90o elbow and fit
G5 Clean and reassemble
G6 Carburettor needle position
G7 Fit fuel line
G8 Remove bowl and check jet size
G9 Reassembly bowl
G10 Fuel pump and carby engraved
Signed: _______________ Date: ____________

Notes:

Subassembly H – Final Assembly

H1 Apply Loctite 515 to crankcase halves; lubricate
where necessary
H2 Locate camshaft and crankshaft in crankcase
half
Stage 3 Stage Inspection Pre-joining Crankcase
H3 Locate crankcase half over crankshaft and
camshaft
H4 Tension front (2) and rear (2) studs
H5 Fit oil pump assembly and front seal housing
H6 Place all through bolts in crankcase
H7 Fit piston and cylinder assemblies and check
circlips
Stage 4 Stage Inspection Piston/Circlips
H8 Tension the cylinder base studs to 25 ft.lbs then
30 ft.lbs
H9 Fit sump
H10 Fit heads to cylinder torque 12 ft.lbs / 24 ft.lbs
H11 Fit push rod and valve gear. Set gap to 0.10”
(0.25mm)
H12 Check camshaft timing DEGREES
H13 Fit fuel pump
H14 Fit engine mount plate and gearbox housing
H15 Fit flywheel alternator mount plate and ignition
coils and lead
H16 Fit carby assembly
H17 Fit exhaust system
Signed: _______________ Date: ____________

Notes:

Jabiru 2200A – Engine Test Schedule and Report
Engine s/n:
Date Temp Wind QNH Humidity
Run-in
Use Test Rig #1, Test Propeller #J1
Run into the Wind
Use Schedule Provided
Oil – Aeroshell 100
Test Results
Time Start Oil Press Oil Temp EGT CHT CHT CHT CHT
[min] Time [kPa] [oC] [oC] #1 #2 #3 #4
[oC] [oC] [oC] [oC]
0
30
45
60
90
105
120
Maximum RPM: ___________
Fuel Grade Fuel Consumption

Avgas 100LL L
I hereby certify that this engine has been tested in accordance with the approved
procedures and the Jabiru Aircraft Pty Ltd, Engines Division, Policy and Procedures
Manual and is fit for use.
Signed: _____________________________________ Date: _________________

Jabiru 2200A Aero Engine Ground Test Form
Date Start Time

Operator Finish Time
Block Total
Seq Time Duration Condition RPM Rec.RPM CHT 1 CHT 2 CHT 3 CHT 4 EGT Oil Temp Oil Press Current
1 5 Start and Idle 1200
2 5 Take-Off Power 2500/Full
3 5 Cooling Run 1200
4 5 Take-Off Power Full
5 5 Cooling Run 1500/2000
6 5 Take-Off Power Full
8 15 75% Power 2800
10 60 Max Cont Power
Full/2000/Full 15 mins
2500/2800/Full 30 mins
2500/Full 45 mins
Full/2500 60 mins
Record of Replenishments Record of Maintenance or Adjustment:

Start Fuel Quantity
Fuel Added
Finish Fuel Quantity
Fuel Used During Block
Oil Added

Run-In Checks
1. Preliminary
Paperwork Complete
Sufficient Fuel
Correct Oil Level
All Connections Correct and Secure
2. Start Run
Start Time _____________
End Time _____________
3. Ignition Checks (repeat a couple of times for each side)

Left Side 1000/2000 rpm
Right Side 1000/2000 rpm
4. Oil Leaks
Check Visually
5. Instruments
Working and Correct Range
6. Idle
Check idle screw (3/4 to 1 turn out)
7. General Running
Smoothness
Noises
Manifold Sealing
8. Oil Pressure and Temp
9. Check FERRIT Ignition light to Tacho Test Rig (Top End RPM)
10. Check alternator Charging Voltage
Jabiru 2200A – Engine Post Run Procedure
SIGN DATE
1. Heads retorqued 32 Nm (24 ft/lb). Valves Adjusted.
2. Check induction/exhaust bolts.
3. Any changes to be made.
4. Rerun, check for oil leaks and/or any modifications made (oil
pressure/leaks etc).
5. Check charging rate of alternator
Volts
6. Leak Down
80 80 80 80
Cyl 1 2 3 4
7. Check all paper work
8. Drain fuel/oil. Prepare for Shipment.

8.0 TABLE OF LUBRICANTS
Use only oils of registered brands meeting the specification detailed at para. 2.5.
Acceptable engine lubricating oils:
Run in Period
Oil 80 100 120

Normal Operations
Oil W80 W100 W120


9.0 TORQUE SPECIFICATION FOR BOLTS & NUTS
Part Nom. Dia (mm) Torque

nm (ft.lbs)
Spark Plugs 12mm 11 (8)
Cylinder Head Bolts 5/16" 34 (24)
Crankcase Main Studs 3/8" 40 (30)
Flywheel/Gear Bolts 1/4" 20 (15)
5/16” 24 (18)
Crankshaft Prop Flange Cap Screws 3/8" 40 (30)
(Lockwire)
Oil Pump Cap Screws 5/16" 20 (15)
Tappet Cover Cap Screws 1/4" 7 (5)
Starter Motor Bolts 5/16" 20 (15)
Carburettor Flange Bolts 1/4" 11 (8)
Engine Mount Plate Bolts 1/4" 14 (10)
5/16" 16 (12)
Gearbox Cover Bolts 1/4" 14 (10)
Alternator & Coil Mount Bolts 1/4" 14 (10)
Sump Cap Screws 1/4" 14 (10)
Conrod Bolts 8mm 14 (10)
5/16” 24 (18)
Propeller Bolts 1/4" 9.5 (7)
Camshaft Gear Bolts (Lockwire) 1/4" 16 (12)

9.1 PRESCRIBED SEALANTS AND PRIMERS
Item Sealant
Main Bearing Studs Loctite 620
Conrod Bolts Loctite 620
Oil Pump Bolts Loctite 243
Sump Plate Bolts Loctite 243
Engine Mount Bolts Loctite 243
Gearbox Cover Bolts Loctite 243
Spark Plugs NGK D9EA*
Spark Plug Lubricant Loctite “Nickel Anti-Seize”
Prop Mount Loctite 262
Flywheel Loctite 262
Camshaft Loctite 262
* Tighten to finger tight to seat, then with plug socket turn an additional 1/2 turn
(8 ft/lbs) for a new plug.
** All gasket areas use Loctite 'Gasket Eliminator' 515

9.2 NEW TOLERANCES
(All Dimensions are in Millimetres)
Crankshaft Mains Journals 47.938 to 47.918

Big Ends Journals 44.998 to 45.000
Thrust Face 56.95 to 57.05
Crankcase Main Bearings 47.975 to 48.005

Cam Bearings 20.00 to 20.020
Cam Thrust Face 14.95 to 15.10
Lifter Bores 9.000 to 9.050
Crank Thrust 56.65 to 56.85
Con Rods Big Ends 45.028 to 45.070

Little Ends 23.005 to 23.015
Length Between 74.485 to 74.498
Bore Radius
Cam Shaft Journals 19.96 to 19.97

Valve Lift 6.900 to 7.100
Fuel Pump Lift 2.45 to 2.55
Thrust Faces 15.18 to 15.25
Lifter Stems 8.965 to 8.990
Pistons Dia 97.51 to 97.53

Sidering Clearance 0.01 to 0.02
Pin Dia 22.990 to 23.000
Ring End Gap 0.400 to 1.000
Cylinder Bore Dia 97.59 to 97.61

Length over flanges 106.450 to 106.500
Valve Stem Dia Inlet 6.970 to 6.990

Stem Dia Exhaust 6.970 to 6.990
Guide I.D. Inlet 7.040 to 7.050
Guide I.D. Exhaust 7.040 to 7.050
Spring Free length 39 to 42
Distributor Shaft dia 14.940 to 14.970

Shaft Post I.D. 15.00 to 15.03
Shaft End Float 1mm

9.3 MAXIMUM ALLOWABLE CLEARANCES (Wear Limits)
Mains 0.10
Big Ends 0.10
Little Ends 0.03
Camshaft Journals 0.08
Crank End Float 0.80
Cam End Float 0.50
Lifter - Crankcase 0.12
Piston/Cylinder 0.15
Ring Side Clearance 0.05
Pin/Piston 0.04
Ring End Gap 1.20
Inlet Valve/Guide 0.12
Exhaust Valve/Guide 0.15
Min Spring Length 39.50
Distributor Shaft/Post 0.15
Distributor Shaft End Float 1.20

9.4 ELECTRICAL SYSTEMS SPECIFICATIONS
Ignition Primary Resistance 8.8R to 1.0R

Secondary Resistance 5.9kR to 7.1kR
Coil Gap 0.27
Plug Gap 0.55
Ignition Harness Resistance 6.7kR per 300mm of length
Alternator Coil Resistance 0.5 to 1.1R

Coil Earth Resistance Infinite
A.C. Output 30 VAC at 3000 RPM
D.C. Output 14.2 VDA at 3000 RPM
Tacho Coil Resistance 160 to 170R

Gap 0.4

10.0 TROUBLE SHOOTING
10.1 Engine Won't Start
Possible Cause Remedy
1) Ignition OFF Switch ON
2) Spark plug gap too large Adjust gap to 0.6-0.7mm or renew plugs
3) Closed fuel tap or clogged filter Open tap, renew filter, check fuel system for leaks
4) No fuel in tank Refuel
5) Wrongly connected high tension leads Connect as shown on leads
6) Starting Speed too low, faulty or discharged Recharge or replace battery
battery
7) Coil to Magnet gap too wide Adjust to 0.4mm (0.016")
8) High tension leads loose or damaged Check or renew connections
9) Dampness in distributors Thoroughly dry internally
10) Spark plugs damp due to condensation Thoroughly dry both inside and outside of plugs
11) Plug face wet by fuel due to excessive actuation Dry spark plugs, trace possible faults in fuel system
of choke or overflow of carb or over flow of carb.
12) Float valve dirty or jammed Clean or renew float valve
13) Jets in carb. clogged Clean jets
14) Water in carb. Drain & clean carb.,fuel line & filter. Water drain
fuel tank
15) Insufficient compression Trace pressure loss & repair if necessary
16) Engine damage Inspect oil strainer filter & oil filter for metallic
particles. If present, an engine overhaul may be
necessary.

1) Choke activated Close choke
2) Float valve dirty, jammed or worn Clean or renew float valve
3) Intake manifold leak Tighten all connections, renew faulty items
10.3 Engine Runs Erratically or Misfires Occasionally

1) Spark plug failure Check plugs, clean inside & outside, adjust electrode
gap. If necessary, renew plugs
2) Faulty HT leads Dry damp leads, renew damaged leads
3) Faulty ignition unit Renew ignition unit
4) Clogged fuel filter Renew fuel filter

10.4 Engine Runs Too Hot - Oil Temperature Above 110oC (230oF)
1) Too much oil in crankcase Check oil level & adjust if necessary
2) Low oil level Check oil level & add oil if necessary
3) Poor quality oil Oil change, use specified oil
4) Clogged oil filter Change filter
5) Excessive piston blow by Common reason: worn or sticking piston rings,
complete engine overhaul necessary
6) Faulty bearings If metallic particles are present in oil, complete
engine overhaul necessary
7) Faulty oil temperature gauge Exchange gauge
10.5 Unsatisfactory Power Output

1) Ignition failure Check ignition circuits; check wiring and pick-ups;
replace ignition units.
2) Too much oil in crankcase Check oil level & adjust if necessary
3) Insufficient fuel supply Check fuel supply system
4) Fuel not according to specifications Re-fuel with specified fuel
5) Incorrect throttle adjustment Re-adjust throttle fitting
6) Leak in air intake Check and tighten all connections, check carby
sockets.
7) Carby diaphragm damage renew diaphragm

1) Insufficient oil in sump Check oil level & replenish as necessary
2) High oil temperature Refer to Para. 10.4
3) Faulty pressure gauge, sender or wiring Check gauge, sender & wiring. Renew as necessary.
4) Faulty crankshaft bearings Engine overhaul
5) Relief valve not sealing Inspect, replace back after cleaning
10.7 Engine Keeps Running with Ignition Off

1) Idle speed too high Adjust to proper idle speed (900 RPM)
2) Faulty ignition switch Check switch & cables. Repair/replace as necessary
3) Overheated engine Conduct cooling run at 900 RPM
10.8 Excessive Oil Consumption

1) Worn, broken or wrongly fitted piston rings Repair/engine overhaul necessary

2) Poor oil quality Oil change, use specified oil
3) Worn valve guides Repair of cylinder head necessary
4) Oil leaks Seal leaks
10.9 Knocking Under Load

1) Octane rating of fuel too low Use fuel with higher octane rating
2) Spark plug fitted without sealing washer Ensure one sealing washer on each plug
3) Heavy carbon deposits Remove cylinder heads & in combustion
chamber remove deposits. Determine oil
consumption.
10.10 Engine Hard to Start at Low Temperature

1) Starting speed too low Preheat engine
2) High oil pressure At very low temperatures, a pressure
reading of up to around 500 kpa doesn't
necessarily indicate a malfunction
3) Low battery charge Fit fully charged battery
Note: Running this engine on low octane fuel will cause piston damage and in extreme
case failure of the top ring gland or holed piston due to detonation.

11.0
JABIRU AIRCRAFT PTY LTD
NEW ENGINE WARRANTY
Jabiru Aircraft Pty Ltd, hereinafter JABIRU warrants that it will make good without charge, any defect which appears in
this engine.
Provided:
1. the defect has been notified in writing to JABIRU:

(a) before the engine has operated a total of 200 hours or,
(b) within twelve (12) months of the date of delivery of the engine
to the first retail purchaser or from the date of independent Authority
authenticated first flight.
whichever comes first, and
2. the engine has been delivered to a JABIRU Approved Service Centre or such other service facility as advised
by JABIRU, and
3. the engine has been installed in an aircraft type in accordance with a JABIRU approved installation system,
and
4. JABIRU has determined that the defect complained of is one of workmanship and is not caused by:
(a) misuse or abuse of the engine such as by operation outside the approved Flight Manual, or
Maintenance and Operation Manual, etc, or by neglect
(b) improper installation, including overheating.
(c) operation of the engine after it is known to be defective
(d) accident or deliberate act
(e) atmospheric fallout or flood, hail, salt, wind, etc.
(f) failure to carry out proper maintenance service
(g) use of incorrect types and/or grades of fuel, oil or lubricants
(h) alteration or modification of the engine by any party not
authorised in writing by JABIRU
(i) the fitting of parts or accessories not marketed by JABIRU
(j) any work carried out on the engine by someone other than an
Authorised JABIRU Service Centre or someone else authorised
by JABIRU in writing,
(k) the use of any engine oil or fuel additive’s or oil stabiliser’s
BY JABIRU (or as otherwise decided by JABIRU) MAKING GOOD THE DEFECT

BY REPAIR OR, AT THE OPTION OF JABIRU, BY REPLACEMENT.
Excluded from this Warranty are service items such as engine tuning, adjustments, replacement of air and oil filters,
spark plugs, etc which are required as part of normal engine maintenance.
This Warranty is given to the person who is entitled to possession of the engine whether as owner, lessee or otherwise
and is given in addition to all right conferred by law on that person.
Warranty repairs do not extend the original warranty.

Due to the substantial number of problems that can arise due to installation errors, JABIRU shall not be liable for any
labour and/or service charges for removal, reinstallation and adjustment which are the responsibility of the buyer and
are not covered by this Warranty. Consequential damages and freight costs are also not covered by this Warranty.
JABIRU makes no representation that this engine is suitable for installation in any particular aircraft and the
responsibility for determining such suitability rests without the Buyer.
Under no condition shall JABIRU or a JABIRU Authorised Service Centre be liable for any contingent costs through
the engine or aircraft being out of service for whatever reason.

SPECIAL NOTICE TO OWNERS
AVAILABILITY OF SERVICE AND PARTS AFTER WARRANTY
JABIRU Aircraft Pty Ltd maintains a substantial stock of spare parts and operates a Service Exchange Programme in
respect to some components. Every endeavour is made to ensure that JABIRU carries adequate stocks of service parts
and that Authorised Service Agents are equipped to provide satisfactory service, but JABIRU does not make any
promise that after the expiration of the warranty such parts or service will be available, or available at any specific
location or at any particular time.
UNAUTHORISED STATEMENTS IN RELATION TO JABIRU PRODUCTS
No JABIRU Authorised Service Centre or other person is authorised or permitted to give or make any statement
assertion or undertaking in relation to the quality, performance, characteristics, descriptions or fitness for any purpose of
any JABIRU product or in connection with the supply of any JABIRU product, which is at variance with any written
statement assertion or undertaking on any of these subjects given or made by JABIRU in its published sales literature,
and the company does not accept any such unauthorised action.
WARRANTY ON JABIRU REPLACEMENT PARTS
JABIRU warrants in respect of JABIRU parts and accessories required as replacement parts, that it will make good by
repair or at its option by replacement any defect occurring in any such JABIRU parts and accessories within twelve (12)
months from the date of acquisition. Normal wear and tear is excluded. This warranty does not cover those parts listed
as exclusions in the New Engine Warranty and is subject to the same general exclusions.

JABIRU WARRANTY: CLAIM FORM
FROM:__________________________________DATE:____________
ENGINE PARTS: o AIRFRAME PARTS: o
ENGINE NUMBER:_________________ AIRFRAME KIT NUMBER:__________
PART NUMBER:___________________ TOTAL HOURS:____________________
OWNER:__________________________ PREVIOUS OWNER:________________
PART DESCRIPTION:___________________________________________________
_______________________________________________________________________
CLAIM:________________________________________________________________
FAULTY GOODS RETURNED: YES o COURIER Co. REF NO:__________
NO o
ALL GOODS THAT ARE BOXED AND HAVE TO PASS THROUGH CUSTOMS HAVE
TO BE CLEANED AND FREE FROM CONTAMINATION WITH A STATEMENT
ATTACHED SPECIFING HOW THEY WERE CLEANED AND THAT THEY ARE
FREE OF DIRT AND GRASS SEEDS. IF THEY ARE NOT CLEANED TO CUSTOMS
SATISFACTION AN EXTRA CLEANING CHARGE WILL APPLY.
IF WARRANTY CLAIM IS NOT COMPLETELY AND CORRECTLY

COMPLETED WARRANTY MAY BE REFUSED.
OFFICE USE ONLY
APPROVED o
NOT APPROVED o
REASON ____________________________________________________________
____________________________________________________________
PRINTED NAME:______________________________________
SIGNED: __________________________ DATED:___________________________
DATE:________________________________________________

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INSTRUCTION AND MAINTENANCE MANUAL

Page No: 1 Issue No: 3 Date: 070400 Issued By: PJA

Paragraph Description Page

2.0 Technical Data 9

3.0 Performance Graphs 11

4.0 Operating Instructions 12

5.0 Checks on Engine & Installation 14

Page No: 2 Issue No: 3 Date: 070400 Issued By: PJA

7.0 Service & Repair 24

8.0 Table of Lubricants 87

9.0 Torque Specifications 88

10.0 Trouble Shooting 93

Page No: 3 Issue No: 3 Date: 070400 Issued By: PJA

Page Amendment Date Issue

Page No: 4 Issue No: 3 Date: 070400 Issued By: PJA

It is said that "aircraft are designed around available engines".

Page No: 6 Issue No: 3 Date: 070400 Issued By: PJA

The fuel induction system comprises a BING pressure compensating carburettor.

Page No: 7 Issue No: 3 Date: 070400 Issued By: PJA

Page No: 8 Issue No: 3 Date: 070400 Issued By: PJA

2.1 Dimensions and Weights

2.2 Normal Equipment

Ignition Unit: Jabiru dual ignition - breakerless transistorised. Battery

2.3 Performance Data

Take Off/Maximum Continuous RPM 60 kW (80 hp) @ 3300 RPM

2.4 Fuel Consumption

Fuel Consumption @ Takeoff/Max Continuous Rating 21 litres/hr

2.5 Fuel and Lubricant

Fuel: AVGAS 100 LL & AVGAS 100/130

Oil 80 100 120

Oil W80 W100 W120

2.6 Cooling System

2.7 Operating Speeds and Limits

Max. Speed 3300 RPM

Page No: 10 Issue No: 3 Date: 070400 Issued By: PJA

Engine Performance Curves

Torque (ft lbs)

4.0 OPERATING INSTRUCTIONS

4.1 Pre-Start Checks

Daily Checks (See Paragraph 5.1)

4.2 Starting Procedure

Fuel Tap OPEN

Attention: Activate Starter for a max. 20 seconds, followed by a cooling period of 1

4.3 Warming Up Period, Ground Test

DO NOT apply full power until CHT reaches 100 oC (212oF)

Page No: 12 Issue No: 3 Date: 070400 Issued By: PJA

4.6 Engine Stop and Start During Flight

Page No: 13 Issue No: 3 Date: 070400 Issued By: PJA

JABIRU ENGINE NOTES

NEW ENGINE NOTES:

2. Add 2 Litres (without oil cooler)

3. Avoid prolonged ground running at elevated RPM. Engine can

4. DO TAKE OFF AT FULL POWER.

Page No: 14 Issue No: 3 Date: 070400 Issued By: PJA

8. CIRCUIT WORK is possibly a good sequence for initial run in

9. RETORQUE heads as suggested on warning sheet.

The purpose of breaking in an engine correctly is to ensure a long

Page No: 15 Issue No: 3 Date: 070400 Issued By: PJA

HEAD TORQUING/VALVE SETTING

Your tension wrench should be accurate. It should have had some