Thank you for your response!A3300? Haven't seen one referred to with an 'A' before.
Advantages of the Jabiru 3300:
Inline six provides best balance short of a V12
Runs on Mogas
Dual magneto / Bing carb / Mechanical fuel pump - no electrical system needed for it to run
Onboard generator - no alternator required for powering light electrical loads
Relatively efficient and lightweight
Many of the service items can be bought at your local National Aerospace Parts Association store.
Hang around the various engine forums much and you will quickly learn that every IC aircraft engine out there is unreliable, expensive, impossible to cool, puts out nowhere near advertised power, and factory support goes dark as soon as it's shipped to you. The Jabiru 3300 is no different. Welcome to experimental aviation. Do what I do--buy one anyway, and then go practice a lot in gliders.
True. If you want to live dangerously fly something other than a Lycoming in an RV. I'm familiar with that look of alarm mingled with concern for the airport's reputation when I mention building a 'Jabiru-powered Zenith' to the retired airline pilots at the local EAA chapter.Thank you for your response!
Here are things I am hearing.
-"This is not a Lycoming, if you want a Lycoming go buy one."
- "This is a very light weight high performance engine. Think of it like a Ferrari engine, it needs constant care and attention."
- "You must constantly pay attention to your cylinder head temps"
(I am not dropping names, but that was not just a joe blow that said it to me.)
That coupled by the fact that this engine needs a $10,000 rebuild at 1000hrs, needs a full rebuild at 2000hrs. Requires 25hr oil changes, is very difficult to cold start. Has prompted concerns with the purchase.
The Particular engine i am looking at is a late Gen 2 with some "Mods" done, but apparently does not have a "through bolt or roller cam" upgraded.
Yes, up to a point. But... In my time flying ultralights ( call it 12 years) I've not heard of a single Rotax engine failure. However, I have two close colleagues who have had Jab engine failures both properly installed in approved aircraft. So how much more is 'more attention'? And how do you know, until it fails, that the 'more' attention that you're giving it is enough?All aircraft engines that I have flown behind require more attention than the family car. There are exceptions to most anything in aviation except gravity always works, but generally and especially regarding maintaining temperatures it goes without saying (except I am saying it) that mass is king keeping temperatures steady and slower temperature rise/fall. So anytime you go for something "lighter" aka "less mass" it is going to require more attention than something heavier regards keeping temperatures were they belong. So if a Jabiru being lighter requires more attention from the pilot (and the installation) to keep temperatures proper it is only natural.
D-Motor would be a good alternative in that size/power range. They are relatively unknown if the U.S., but have been in use in the European Union for quite awhile now. One of the nice things about the D-Motor is that they are lightweight and very compact, so you can fit them under almost any cowl.D-motor 6-cylinder 120 HP continuous, efi, side valve, direct-drive might be an excellent alternate to Rotax and Jab....seems they're putting them in some light helicopters now.
Anyone heard anything about them?