I've got 87 hours on my J450 with a 3300. So far nothing unusual, that
hasn't been operator induced. Oil analysis looks typical for a new
engine. I used about 8 oz per 25 hours of operation during initial
breakin. Checking valvs clearances and head torque at 5 hour interval
in first 25 hours showed no significant changes.
I did manage to stick a valve during extened ground tests of a new prop
design. I was doing vibration analysis tests ramping up RPM to full
throttle, when we lost 1 of 14 accelerometer data channels at around
3150 RPM. It was the end of a long day, etc. Bottom line was I didn't
do a proper cool down, shut off the engine, go out turned the plane
around, and tried an immediate restart without rechecking CHTs. Wrong
move, valve stuck during restart process and went KLUNK!
As a result I had to swap a head, to keep the test schedule. The
removed head had #6 exhaust seat pull about 3/16" out from seated
position. It did not contact piston. We swapped heads, and were back
running with about 4 hours work. (Note: standard automotive valve
spring compressors don't fit Jabiru heads. I'll share all my custom tool
sketchs if anyone's interested.)
The new prop we are testing is a Sensenich ground adjustabe carbon fiber
design. Setup won't require a protractor, it has a built in index. It
will probable be available late this summer. We have flown it several
times and are refining the manufacturing process to match the blades to
the direct drive power pulses. Basic design is similar to their W64Z51
wood prop with FG outter layers. Dynamic inertia will match the
standard fixed blades. We haven't addressed the mounting of a spinner
yet, but it is planned.
Since then, I've also discovered a ground loop problem with the engine
monitor electronics, which gave an nonlinear claibration, so at high end
was reading low. I'm now running oil bath tests on all thermocouples to
get new calibration coefficients. I also ordered a industrial
thermocouple to profile the EGTs.
I am aware of some problems with a batch of mufflers that were MIG
welded rather then TIG welded. Factory had a service letter on it.
Mine were TIG'ed, so no problems.
I've also participated in the ignition module swap because it was
available. I didn't have an operational problem.
I have the carburator upgrade kit, but haven't gotten around to
installing it. I'm currently burning 6.2 GPH at 115 KIAS. At cruise
I've been told a 10% improvement is typical.
I have also added a second high amperage alternator to my 3300. I uses
a belt drive off the vaccume pad to support a fully redundent glass
cockpit, electric flaps, HID landing lights, etc. Again a highly
customized implementation requiring more electrical power then the
built-in unit was designed to support.
So, in general I am satisfied with both the engine and support I have
received on the Jabiru 3300.
I am interested to find out how people are getting on with the Jabiru
3300. The good points and the bad points and is anyone having any
problems. Is anyone using a constant speed propeller? There are no
comments coming through this forum so I wonder who reads it. Peter
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