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DaveG601XL

Joined: 27 Oct 2006
Posts: 351
Location: Cincinnati, Oh

Posted: Mon Nov 19, 2007 9:46 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

Jabiru held a very informative Zenith 601/Jabiru FWF seminar this past weekend at the Jabiru USA facility in TN.  I had a good time and got to meet some fellow Matronic's posters there.  My thanks to seminar leaders, Pete Krotje and Mark Stauffer, who were very patient with us as well as Don Guice, who's airplane we used as the guinea pig.  Jon Croke was also there filming for an updated HomebuiltHelp.com video on this topic.  One of the things I was interested in seeing was the dual throttle set-up.  The latest ZAC firewall design requires some slight modifications in the way the cross-rod installation is performed on the top shelf.  Nothing major, but you have to work around the front shelf L-brackets and the U-channel on the back side.  Look for photo updates from Jabiru in the near future.  We also went over the new oil cooler installation.  I understand that new instructions hit the Jabiru web site just last week.  Attached are a few pictures I took during the class as well as a shot of Don and his airplane loaded into a 30' Penske truck.

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_________________
David Gallagher
Cincinnati, OH area

NYTerminat(at)aol.com
Guest

Posted: Mon Nov 19, 2007 3:28 pm Post subject: Jabiru/601 FWF Seminar This Past Weekend

Dave, was Mister sock there too????

  

  

  

  

 In a message dated 11/19/2007 12:48:20 P.M. Eastern Standard Time,  david.m.gallagher(at)ge.com writes:

  	  Quote: 	
		  Jon    Croke was also there filming for an updated Homebuilt Help 101 video on this    topic.  	


 

  



See what's new [quote][b]

Afterfxllc(at)aol.com
Guest

Posted: Mon Nov 19, 2007 9:07 pm Post subject: Jabiru/601 FWF Seminar This Past Weekend

They need to have a "HOW TO MAKE YOUR JAB RUN COOL" seminar. 

 Seems like everyone I talk to with a jab in a 601 has overheating problems,  I just wonder if it is an engine problem more than a baffle problem. My friend  is trying to get his 601 to me to look at about this but I told him I want to  tare down the complete engine and check to see how close the tolerances are from  one cylinder to the next. 

  

 Jeff

  

  In a message dated 11/19/2007 12:48:23 P.M. Eastern Standard Time,  david.m.gallagher(at)ge.com writes:

  	  Quote: 	
		  -->    Zenith-List message posted by: "DaveG601XL"    <david.m.gallagher(at)ge.com>



Jabiru held a very informative Zenith    601/Jabiru FWF seminar this past weekend at the Jabiru USA facility in    TN.  I had a good time and got to meet some fellow Matronic's posters    there.  My thanks to seminar leaders, Pete Krotje and Mark Stauffer, who    were very patient with us as well as Don Guice, who's airplane we used as the    guinea pig.  Jon Croke was also there filming for an updated Homebuilt    Help 101 video on this topic.  One of the things I was interested in    seeing was the dual throttle set-up.  The latest ZAC firewall design    requires some slight modifications in the way the cross-rod installation is    performed on the top shelf.  Nothing major, but you have to work around    the front shelf L-brackets and the U-channel on the back side.  Look for    updates from Jabiru in the near future.  We also went over the new oil    cooler installation.  I understand that new instructions hit the Jabiru    web site just last week.  Attached are a few pictures I took during the    class as well !

as a shot of Don and his airplane loaded into a 30' Penske    truck.



--------

David Gallagher

601 XL, tail and wings    completed,

fueslage almost done. Working engine and electrical    systems.





Read this topic online    here:



http://forums.matronics.com/viewtopic.php?p=147134#147134





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http://forums.matronsp;             (And Get Some AWESOME FREE   find  you for                          -Matt Dralle,    List  he  es  y       -->                 - MATRONICS WEB FORUMS  ======================



	




  [quote][b]

notsew_evets(at)frontiern
Guest

Posted: Tue Nov 20, 2007 5:19 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

I have not run my 3300 yet but I m gettin close.  I did own an Avid  Flyer with a 2200A for 13 years.  The 2200 always ran hot.   In  fact I never could get the temps on the EGT below 1375.  Sometimes EGTs  were in the 1475 range.

 I solved my worries one day by flying above the airport (3000agl) and let  her do what ever she wanted.   The engine ran fine at 1475......

 However I did have good CHTs.  CHTs were in the 190 to 265  range.

 At that time Jabiru didnt have EGTs on their factory Jabiru  airplanes.  I guess they didnt want to know EGTs.

 Today I think the hight EGTs are a result of placing the probes in the  wrong location.  100 mm is either too close or too far from the  flange.....  CHTs are probably the best tell tail of how your engine is  doing..

  

 SW

 [quote]   ---

Afterfxllc(at)aol.com
Guest

Posted: Tue Nov 20, 2007 5:32 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

His CHT's are all over the place most of the time well over 305. he has  tried 3 different baffle kits and has an a&p doing all the work but still  can't get the CHT's anywhere close to each other. That is one engine I would  have nothing to do with and I am not saying that because it isn't a Lycoming or  continental because I have 5 corvair's, it's just that a lot of builders can't  make the damn thing run cool. I guess they can justify the price increase  because it is one hot engine. LOL

  

 Jeff

  

  In a message dated 11/20/2007 8:20:17 A.M. Eastern Standard Time,  notsew_evets(at)frontiernet.net writes:

 [quote]   I have not run my 3300 yet but I m gettin close.  I did own an Avid    Flyer with a 2200A for 13 years.  The 2200 always ran hot.   In    fact I never could get the temps on the EGT below 1375.  Sometimes EGTs    were in the 1475 range.

   I solved my worries one day by flying above the airport (3000agl) and let    her do what ever she wanted.   The engine ran fine at    1475......

   However I did have good CHTs.  CHTs were in the 190 to 265    range.

   At that time Jabiru didnt have EGTs on their factory Jabiru    airplanes.  I guess they didnt want to know EGTs.

   Today I think the hight EGTs are a result of placing the probes in the    wrong location.  100 mm is either too close or too far from the    flange.....  CHTs are probably the best tell tail of how your engine is    doing..

    

   SW

   [quote]     ---

pete(at)usjabiru.com
Guest

Posted: Tue Nov 20, 2007 6:19 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

It is not difficult to make a Jabiru run cool.  In fact with a properly designed cowl that provides the correct airflow it is more of a problem to keep it warm enough in cooler months.  In the last seven years we’ve sold well over 1000 Jabiru engines and when they are coupled with an established FWF kit they run cool.  When builders put something together without the proper engineering results can be unsatisfactory.  We build FWF kits that cool well in fast aircraft like the Lightning as well as slow aircraft like a Kitfox or Zenith 701.  It is not the engine that does not cool well.  

   

If an owner installed a Corviar, Continental, or Lycoming using the same cowl design he would have the same cooling results.  

   

Pete  

         

  

From: owner-zenith-list-server(at)matronics.com [mailto:owner-zenith-list-server(at)matronics.com] On Behalf Of Afterfxllc(at)aol.com

 Sent: Tuesday, November 20, 2007 7:30 AM

 To: zenith-list(at)matronics.com

 Subject: Re: Zenith-List: Jabiru/601 FWF Seminar This Past Weekend  

  

     

His CHT's are all over the place most of the time well over 305. he has tried 3 different baffle kits and has an a&p doing all the work but still can't get the CHT's anywhere close to each other. That is one engine I would have nothing to do with and I am not saying that because it isn't a Lycoming or continental because I have 5 corvair's, it's just that a lot of builders can't make the damn thing run cool. I guess they can justify the price increase because it is one hot engine. LOL  

    

   

    

Jeff  

    

   

      

In a message dated 11/20/2007 8:20:17 A.M. Eastern Standard Time, notsew_evets(at)frontiernet.net writes:  

  [quote]    

I have not run my 3300 yet but I m gettin close.  I did own an Avid Flyer with a 2200A for 13 years.  The 2200 always ran hot.   In fact I never could get the temps on the EGT below 1375.  Sometimes EGTs were in the 1475 range.  

    

I solved my worries one day by flying above the airport (3000agl) and let her do what ever she wanted.   The engine ran fine at 1475......  

    

However I did have good CHTs.  CHTs were in the 190 to 265 range.  

    

At that time Jabiru didnt have EGTs on their factory Jabiru airplanes.  I guess they didnt want to know EGTs.  

    

Today I think the hight EGTs are a result of placing the probes in the wrong location.  100 mm is either too close or too far from the flange.....  CHTs are probably the best tell tail of how your engine is doing..  

    

   

    

SW  

  [quote]    

---

Afterfxllc(at)aol.com
Guest

Posted: Tue Nov 20, 2007 7:20 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

That's funny you say that because I have talked to a lot of Jab. owners  with 

the 601 and hear the same story time and time again. The one thing I hear  

most is # 6 is over 350. I think I know what the problem is and when I get it  

here I will see if I'm correct but to say the Jab. 3300 doesn't run hot is a  

stretch and to say it is hard to keep it warm enough is really a stretch. I'm  

only talking about the 601xl also I don't know about other planes. I do  know 

from talking to Sabastion that one other water cooled power plant in  the 601 

had a problem cooling also.

 

 

In a message dated 11/20/2007 9:20:14 A.M. Eastern Standard Time,  

pete(at)usjabiru.com writes:



 

It is not difficult  to make a Jabiru run cool.  In fact with a properly 

designed cowl that  provides the correct airflow it is more of a problem to keep 

it warm enough in  cooler months.  In the last seven years weâ€™ve sold well over 

1000 Jabiru  engines and when they are coupled with an established FWF kit 

they run  cool.  When builders put something together without the proper  

engineering results can be unsatisfactory.  We build FWF kits that cool  well in 

fast aircraft like the Lightning as well as slow aircraft like a  Kitfox or 

Zenith 701.  It is not the engine that does not cool  well. 

If an owner installed  a Corviar, Continental, or Lycoming using the same 

cowl design he would have  the same cooling results. 

Pete 

 

  

____________________________________

 

From:  owner-zenith-list-server(at)matronics.com  

[mailto:owner-zenith-list-server(at)matronics.com] On Behalf Of  Afterfxllc(at)aol.com

Sent: Tuesday, November 20, 2007 7:30  AM

To: zenith-list(at)matronics.com

Subject: Re: Jabiru/601 FWF  Seminar This Past Weekend

 

His CHT's are all  over the place most of the time well over 305. he has 

tried 3 different baffle  kits and has an a&p doing all the work but still can't 

get the CHT's  anywhere close to each other. That is one engine I would have 

nothing to do  with and I am not saying that because it isn't a Lycoming or 

continental  because I have 5 corvair's, it's just that a lot of builders can't 

make the  damn thing run cool. I guess they can justify the price increase 

because it is  one hot engine. LOL

 



 

Jeff

 



 

 

In a message dated  11/20/2007 8:20:17 A.M. Eastern Standard Time, 

notsew_evets(at)frontiernet.net  writes:



 

I have not run my  3300 yet but I m gettin close.  I did own an Avid Flyer 

with a 2200A  for 13 years.  The 2200 always ran hot.   In fact I never  could 

get the temps on the EGT below 1375.  Sometimes EGTs were in the  1475 range

tonyplane(at)bellsouth.ne
Guest

Posted: Tue Nov 20, 2007 7:40 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

Have 320 hrs on my Jab in my XL.

Have last gen cowling and engine.

New engines have more cooling fin area, changed ram air ducts, and latest 

cowling has been redesigned  - for more cooliing.



Recommend to you friend that if the standard recommended Jab deflectors in 

the ram air ducts do not give him the cooling he needs (In mine, I could not 

keep full power in a steep climb in high OAT for very long without 

approaching red line on CHT) then have him see JSB 015 -1.  I added about a 

30mm extension to the lower lip of my cowling.  At high OAT (mid to high 90s 

F) I can now climb out at a higher angle for a much much longer time at high 

power.

Tony Graziano; N493TG/Jab 3300

-----------

Time: 09:07:59 PM PST US

From: Afterfxllc(at)aol.com

Subject: Re: Jabiru/601 FWF Seminar This Past Weekend



They need to have a "HOW TO MAKE YOUR JAB RUN COOL" seminar.

Seems like everyone I talk to with a jab in a 601 has overheating problems,

I just wonder if it is an engine problem more than a baffle problem. My 

friend



 is trying to get his 601 to me to look at about this but I told him I want

to  tare down the complete engine and check to see how close the tolerances 

are



from  one cylinder to the next.



Jeff

Afterfxllc(at)aol.com
Guest

Posted: Tue Nov 20, 2007 8:21 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

He added the lip to the lower cowling but it did very little. He also has  the Cowling from zenith for the Jab. I haven't seen it but it is coming my way  on a trailer so I can try and fix it or replace it with a corvair. And I  disagree with Pete, baffling isn't rocket science there are thousands  of planes out their flying and most of the builders never made baffling  before and they don't have this problem, I want to tare down the engine and  check the tolerances of the cylinders and see if there was or is a problem with  the machining. I also think a lower baffle under the jugs is the answer.  Lycoming has them continental has them and I know if you don't put them on the  corvair it will over heat also I was told they don't have them I don't know  never studied one very close. Another problem is the fins I believe  are smooth and rough fins cool better. Sand blasting them might help. It is a  simple matter of not only getting the air where you need it but keeping it there  long enough to allow the heat to transfer and smooth fins don't disturb the air  that flows over it. It is apparent to me that they knew they had a cooling  problem otherwise they wouldn't have added more fins would they.

 Don't take this the wrong way I would like to help try and find an answer  to this problem and I am in no way saying Jab is a bad engine or trying to start  a pissing contest with Jab. but to put your head in the sand and say there is no  problem is doing a disservice to not only themselves but every builder that  supports them and buys their engine.

  

  

  In a message dated 11/20/2007 10:46:16 A.M. Eastern Standard Time,  tonyplane(at)bellsouth.net writes:

  	  Quote: 	
		  -->    Zenith-List message posted by: "T. Graziano"    <tonyplane(at)bellsouth.net>



Have 320 hrs on my Jab in my    XL.

Have last gen cowling and engine.

New engines have more cooling fin    area, changed ram air ducts, and latest 

cowling has been redesigned     - for more cooliing.



Recommend to you friend that if the standard    recommended Jab deflectors in 

the ram air ducts do not give him the    cooling he needs (In mine, I could not 

keep full power in a steep climb in    high OAT for very long without 

approaching red line on CHT) then have him    see JSB 015 -1.  I added about a 

30mm extension to the lower lip of    my cowling.  At high OAT (mid to high 90s 

F) I can now climb out at a    higher angle for a much much longer time at high 

power.

Tony    Graziano; N493TG/Jab 3300

-----------

Time: 09:07:59 PM PST US

From:    Afterfxllc(at)aol.com

Subject: Re: Jabiru/601 FWF Seminar This    Past Weekend



They need to have a "HOW TO MAKE YOUR JAB RUN COOL"    seminar.

Seems like everyone I talk to with a jab in a 601 has overheating    problems,

I just wonder if it is an engine problem more than a baffle    problem. My 

friend



is trying to get his 601 to me to look at about    this but I told him I want

to  tare down the complete engine and check    to see how close the tolerances 

are



from  one cylinder to the  sp;             (And Get Some AWESOME FREE   find  you for                          -Matt Dralle,    List  he  es  y       -->                 - MATRONICS WEB FORUMS  ======================



	




  [quote][b]

rpf(at)wi.rr.com
Guest

Posted: Tue Nov 20, 2007 9:13 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

I have to agree with Pete.  I live in Wisconsin and in  summer I hardly ever get a CHT reading over 300F.

 Now that the onset of winter is coming I have to add some  deflectors to keep the temperatures higher.  I flew the other day, 25  degrees, and a couple of cylinders were between 160 and 180 degrees.  I  have the older style 3300 without the additional cooling fins.  I also have  the older style RAM air cooling ducts with the ignition wires on the  outside.  My installation is exactly like JabirueUSA suggests.  I  added deflectors, inside the RAM air ducts, so air would flow through the  middle two and last two cylinders.  If anything, I would like to know what  people of done (who fly in cold weather) to keep their CHT's  higher.

  

 Randy

 [quote]   ---

tonyplane(at)bellsouth.ne
Guest

Posted: Tue Nov 20, 2007 1:09 pm Post subject: Jabiru/601 FWF Seminar This Past Weekend

Again,

The only time I have had a problem was when I would try climbing at high power and low airspeed (high angle of attack) on a HOT day, for any extended period of time - after I installed deflectors in the ducts.  



The deflectors for #3 and #5 must be small, (about 3/4 inch flange X 2 to 3 inches at about 30/40 degree bend - experiment with them) or they will, in my experience, have a detrimental effect on cooling #5 and #5. 

 

I installed the extension to my cowling lower lip before the Jab SB and unless the day is REALLY HOT, I can climb out at full power continuously - (Not a normal operation for me though)



My hottest cyl is usually #2. (the one in front on the left side)



My cowling was part of the Jab FWF kit received in Nov 05, not the older one once provided through Zenith.  It is not the latest improved one provided in the current Jab USA FWF kits.

tonyplane(at)bellsouth.ne
Guest

Posted: Tue Nov 20, 2007 1:11 pm Post subject: Jabiru/601 FWF Seminar This Past Weekend

One minor correction - I received my cowling in Nov  04 vice 05.

 Tony Graziano

 [quote]   ---

Afterfxllc(at)aol.com
Guest

Posted: Tue Nov 20, 2007 5:15 pm Post subject: Jabiru/601 FWF Seminar This Past Weekend

As I have said I haven't had a chance to see my friends set up but I would  

like to help him get it fixed so could you please send some pics of your 

cowling  and baffle setup? Also what aircraft is this in?

 

Jeff

 

 

In a message dated 11/20/2007 12:16:44 P.M. Eastern Standard Time,  

rpf(at)wi.rr.com writes:



I have to agree with Pete.  I live in Wisconsin and in  summer I hardly ever 

get a CHT reading over 300F.

Now that the onset of winter is coming I have to add some  deflectors to keep 

the temperatures higher.  I flew the other day, 25  degrees, and a couple of 

cylinders were between 160 and 180 degrees.  I  have the older style 3300 

without the additional cooling fins.  I also  have the older style RAM air cooling 

ducts with the ignition wires on the  outside.  My installation is exactly 

like JabirueUSA suggests.  I  added deflectors, inside the RAM air ducts, so air 

would flow through the  middle two and last two cylinders.  If anything, I 

would like to know  what people of done (who fly in cold weather) to keep their 

CHT's  higher.

 

Randy



---

shilcom

Joined: 28 Sep 2007
Posts: 63

Posted: Wed Nov 21, 2007 5:24 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

Here's one of those "I haven't done that exactly" replies.  There seem  to be a whole lot of differences in Jabaru installations concerning "how hot  they run".  I've found that is the case with most aircooled engines.   Some "experimenters" just don't understand the critical nature of the  differentual pressure required to cool and air cooled engine.  The smallest  changes can have large effects on that differential pressure and the resulting  cooling of the engine.  bob U. 

 [quote]   ---

shilcom

Joined: 28 Sep 2007
Posts: 63

Posted: Wed Nov 21, 2007 5:40 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

From my experience and others, I sure would listen to Pete rather than  trying to re-envent the wheel.  He's the best on the Jab.   bob  U. 

 [quote]   ---

Afterfxllc(at)aol.com
Guest

Posted: Wed Nov 21, 2007 5:51 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

But it seems to me the Jab. is a lot more trouble some than most.

  

  In a message dated 11/21/2007 8:25:47 A.M. Eastern Standard Time,  shilocom(at)mcmsys.com writes:

 [quote]   Here's one of those "I haven't done that exactly" replies.  There    seem to be a whole lot of differences in Jabaru installations concerning "how    hot they run".  I've found that is the case with most aircooled    engines.  Some "experimenters" just don't understand the critical nature    of the differentual pressure required to cool and air cooled engine.  The    smallest changes can have large effects on that differential pressure and the    resulting cooling of the engine.  bob U. 

   [quote]     ---

zodierocket(at)hsfx.ca
Guest

Posted: Wed Nov 21, 2007 6:23 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

Sorry Mr. Sock resides with me.   

     

Mark Townsend  Alma, Ontario  

Zodiac 601XL C-GOXL, CH701 just started  

www.ch601.org / www.ch701.com/ www.Osprey2.com  

do not archive  

  

--

psm(at)ATT.NET
Guest

Posted: Wed Nov 21, 2007 6:44 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

Perhaps the Jabiru seems to have a lot more problems because there are a lot of Jabirus in service?  The Jabiru also generates a lot of horsepower and all that means a lot of potential heat problems.



 Paul

 XL fuselage, Jabiru 3300

 do not archive



 



 At 05:47 AM 11/21/2007, you wrote:



 [quote]But it seems to me the Jab. is a lot more trouble some than most.[b]

pete(at)usjabiru.com
Guest

Posted: Wed Nov 21, 2007 7:41 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

I think you are not very well informed there.  Jabiru’s are not any harder than any other engine to cool and probably easier than corvair’s and VW’s.  Install them with the same differential pressure between top and bottom cowl and you will get the same cooling performance as a Cont or Lyc.  Provide less than required differential pressure and you will have inadequate cooling on any of the engines.  Provide adequate pressure drop across the cylinders and any of the aircraft engines will cool well.  

   

Pete Krotje  

Jabiru USA Sport Aircraft, LLC  

         

  

From: owner-zenith-list-server(at)matronics.com [mailto:owner-zenith-list-server(at)matronics.com] On Behalf Of Afterfxllc(at)aol.com

 Sent: Wednesday, November 21, 2007 7:48 AM

 To: zenith-list(at)matronics.com

 Subject: Re: Zenith-List: Jabiru/601 FWF Seminar This Past Weekend  

  

     

But it seems to me the Jab. is a lot more trouble some than most.  

    

   

      

In a message dated 11/21/2007 8:25:47 A.M. Eastern Standard Time, shilocom(at)mcmsys.com writes:  

  [quote]    

Here's one of those "I haven't done that exactly" replies.  There seem to be a whole lot of differences in Jabaru installations concerning "how hot they run".  I've found that is the case with most aircooled engines.  Some "experimenters" just don't understand the critical nature of the differentual pressure required to cool and air cooled engine.  The smallest changes can have large effects on that differential pressure and the resulting cooling of the engine.  bob U.   

  [quote]    

---

Afterfxllc(at)aol.com
Guest

Posted: Wed Nov 21, 2007 8:37 am Post subject: Jabiru/601 FWF Seminar This Past Weekend

Pete when the plane gets here I would like to fix this problem as soon as  

possible, I have not worked on a jab as of yet but like a good challenge. The  

one thing about this engine is the unknown and what I mean by that is we have 

no  idea what happened to it in it's first 75 hrs and that is the reason I want 

to  tare it down and see if there were any prolonged over heating conditions  

that might be the cause of the over heating now. What I would like is the 

specs  on the engine if you could send them to me as far as the temps go and any  

information and photos of a correctly installed baffle or mod's that help it 

run  cool. As you probably know just because someone holds an A&P license 

doesn't  make them a mechanic. I would be happy to work with you to try and 

resolve  this problem.

 

Jeff

 

 

In a message dated 11/21/2007 10:43:29 A.M. Eastern Standard Time,  

pete(at)usjabiru.com writes:



 

I think you are not  very well informed there.  Jabiruâ€™s are not any harder 

than any other  engine to cool and probably easier than corvairâ€™s and VWâ€™s.  

Install them  with the same differential pressure between top and bottom cowl 

and you will  get the same cooling performance as a Cont or Lyc.  Provide less 

than  required differential pressure and you will have inadequate cooling on 

any of  the engines.  Provide adequate pressure drop across the cylinders and 

any  of the aircraft engines will cool well. 

Pete  Krotje 

Jabiru USA Sport  Aircraft, LLC 

 

  

____________________________________

 

From:  owner-zenith-list-server(at)matronics.com  

[mailto:owner-zenith-list-server(at)matronics.com] On Behalf Of  Afterfxllc(at)aol.com

Sent: Wednesday, November 21, 2007 7:48  AM

To: zenith-list(at)matronics.com

Subject: Re: Jabiru/601 FWF  Seminar This Past Weekend

 

But it seems to me  the Jab. is a lot more trouble some than  most.

 



 

 

In a message dated  11/21/2007 8:25:47 A.M. Eastern Standard Time, 

shilocom(at)mcmsys.com  writes:



 

Here's one of  those "I haven't done that exactly" replies.  There seem to be 

a whole  lot of differences in Jabaru installations concerning "how hot they  

run".  I've found that is the case with most aircooled engines.   Some 

"experimenters" just don't understand the critical nature of the  differentual 

pressure required to cool and air cooled engine.  The  smallest changes can have 

large effects on that differential pressure and  the resulting cooling of the 

engine.  bob U. 



 

----- Original  Message ----- 

 

From: _steve_ (mailto:notsew_evets(at)frontiernet.net)   

 

To: _zenith-list(at)matronics.com_ (mailto:zenith-list(at)matronics.com)   

 

Sent: Tuesday,  November 20, 2007 7:17 AM

 

Subject: Re:  Jabiru/601 FWF Seminar This Past  Weekend

 



 

I have not run  my 3300 yet but I m gettin close.  I did own an Avid Flyer 

with a  2200A for 13 years.  The 2200 always ran hot.   In fact I  never could 

get the temps on the EGT below 1375.  Sometimes EGTs were  in the 1475 range

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