GENERAL DESCRIPTION

The JABIRU J160/J170 aircraft described in this manual are 2-seat, high-wing monoplane composite aircraft of monocoque construction. They are equipped with fixed tricycle landing gear of composite construction. The steerable nose gear is a welded metal, trailing link assembly with rubber springs.The aircraft is equipped with JABIRU, 4 cylinder, 4 stroke engines driving a wooden fixed pitch propeller.

Engine Models

The Jabiru 2200J Engine is certified to the CS-22 Subpart H Design Standard by the Civil Aviation Safety Authority of Australia. The CASA Type Certificate Number for the 2200J Engine is 160-2. Specifications of the engine are available on the Type Certificate Data Sheet attached to the Type Certificate.

Aircraft specification

History
The company was formed in 1988 by Rodney Stiff and Phil Ainsworth to manufacture affordable light aircraft in kit and certified forms. In October 1991, the first aircraft (Jabiru LSA 55/2k), was certified by the Australian Civil Aviation Authority.
Due to the original engine manufacturer ceasing production of aero engines, the company started development of its own engines, and by 1995 the Jabiru 2200, a horizontally-opposed four-cylinder aircooled aviation engine, was available for delivery. Since then the six-cylinder Jabiru 3300 and eight-cylinder Jabiru 5100 have been added to the range. Also in 1995, it was decided to offer the aircraft range as amateur-build or experimental self-build kits.
The microlight version of the Jabiru two-seater aircraft, the Jabiru UL, holds two world speed records for three-axis microlight aircraft.[2] These were set over 50- and 100-kilometre predefined courses and certified by the FAI (Fédération Aéronautique Internationale).
Jabiru Aircraft Pty Ltd is an Australian aircraft manufacturer that produces a range of kit- and ready-built civil light aircraft in Bundaberg, Queensland. The company also designs and manufactures a range of light aircraft engines. Types include microlights (Ultralight or ULM), including the Calypso, two-seat trainers (J160/ J170) and four-seat aircraft (J400/ J430).
The aircraft are built largely of composite materials and are conventional high-wing monoplanes with typically tricycle undercarriage, although taildragger versions are also available. The wings can be removed for ease of storage or transportation.
Use of modern composite techniques has resulted in a strong yet light structure. The aircraft are designed around the pilot and passengers, being spacious and comfortable for touring, yet with a small footprint and frontal profile. Controls include a centrally-mounted control column, brake and trim lever.There is also a Jabiru assembly facility in George, Western Cape, South Africa.

AIR INTAKE SYSTEM & CARBURETOR HEAT

The engine air intake system comprises a cold air inlet in the lower cowl, a hot air muff attached to the exhaust system, a mixer assembly mounted on the firewall and connected to a carburettor. The mixer box incorporates the air filter, control flaps etc.
Carburettor Heat is activated by pulling the Carburettor Heat Control on the panel OUT.
This opens the hot air valve in the mixer assembly and permits hot air to flow from the muff into the carburettor.
The air filter should be cleaned every 50 hours or more regularly if the engine is operated in dusty conditions.

Induction system

All engines are equipped with a BING brand pressure compensating float type carburettor. Following carburation, the fuel/air mixture is drawn through a swept plenum chamber bolted to the sump casting, in which the mixture is warmed prior to entering short induction tubes attached to the cylinder heads The inlet manifold is mounted in direct contact with the engine oil sump, thus providing a relatively constant temperature in the manifold for more uniform vaporisation of fuel. Fuel-air mix is distributed from the manifold to the cylinder heads by individual tubes.

Lubricating system

All engines employ a full pressure wet sump lubrication system. A positive-displacement pump driven from the front of the camshaft provides oil pressure, and oil is circulated to the oil galleries through a spin-on automotive type oil filter. An adaptor fitted beneath the oil filter feeds oil to the oil cooler.

The primary lubrication sections of the engine – crankshaft, big ends etc – use this full pressure lubrication system. Secondary lubrication sections of the engine such as the cylinder heads and gearbox use low pressure lubrication systems while tertiary lubrication sections such as piston/bore lubrication uses splash lubrication.

Cooling system

Cooling is provided by air pressure that is built up above the cylinder heads in the ram air ducts and discharged, with an accompanying pressure drop, down through the cooling fins on the cylinder heads and cylinders and out of the lower rear of the engine cowling.

Fuel system
Carburetor Operation
The BING constant depression carburettor type 94/40 comprises a cross draught butterfly-valve carburettor with variable choke tube, double-float system arranged centrally below the carburettor venturi and a rotary-valve type starting carburettor. It features a throttle slide which is suspended from a roller 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.
Throttle valve diameter is 42mm.
Carburetor Mounting

The carburettor is secured to the engine using a 52mm diameter push-on connection which takes a flexible connecting piece with clamps. On the intake side the carburettor is provided with a socket having a diameter of 55mm and a length of 12mm for connecting an air filter or intake silencer.

Fuel Intake Control

The float of the carburettor consists of two plastic float elements joined by a metal 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 operation. The object of the float is to maintain the fuel level in the float chamber constant. When the fuel has reached a specified level in the float chamber, then the float mounted on pin is lifted until the float needle is pressed against the seat of the float needle valve, thus preventing any further supply of fuel. When the engine draws in fuel from the carburettor, the level in the float chamber drops and so does the float. The float needle then opens the valve again and allows fuel to flow in from the tank. The float needle valve regulates the fuel supply in conjunction with the float but it does not act as a stop valve when the engine is at a standstill. Minute foreign bodies may be deposited between valve 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 contains a spring-loaded plunger which contacts the float hinge. This absorbs vibrations on the float . In addition the float needle is connected to the float hinge by the retaining spring 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 is secured to the carburettor housing by a spring yoke . A seal 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 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.

Cylinder numbering

Horizontally opposed, air-cooled models

REFERENCE 1. Instruction & Maintenance Manual Jabiru 2200 Aircraft Engine 2. Engine Overhaul Manual Jabiru 2200 & 3300 Aircraft Engines 3. Aircraft Service Manual Jabiru J160 / J170 Variants

Jabiru 2200 Aircraft Engine