Today's Message Index:
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1. 10:00 AM - Jab 2200 Solid lifter in Avid Heavy Hauler (moosepileit)
2. 12:51 PM - Jabiru 2200 and Rotec TBI @ 10,000 feet (Lynn Matteson)
3. 02:55 PM - Re: Jab 2200 Solid lifter in Avid Heavy Hauler (kayberg@aol.com)
4. 04:33 PM - Re: Jab 2200 Solid lifter in Avid Heavy Hauler (Ellery Batchelder Jr)
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| Subject: | Jab 2200 Solid lifter in Avid Heavy Hauler |
List,
There is an Avid 2005 cert'd Heavy Hauler on Barnstormers. The engine is a Jab
2200 of unknown S/N and S/B compliance w/ 125 hours. The cruise at 4GPH is only
65 MPH, looks like a 2 blade warp drive prop.
This seems a good 10 MPH slow and no where near the cruise step.
The inlets look like the smaller un modded size, though basic question about Oil
Temp and CHT got a "no problems" response.
At 16K it seems like a good deal- has a panel radio, Narco Trans/Mode C, etc- I
know at 6'1 and 230# I'm a tight squeeze- I just fit in a Kitfox IV w/ some stick/leg
bumping, but the sig. other is a tiny 5'4 and 115#.
I've read all the Jabiru S/Bs, the AD note, etc. It has a Bing Carb, but don't
know if it's 32 or 40MM- the Rotec TBI looks like the thing to swap to down the
road. I don't mind a new prop test phase if there is a better one out there-
would like to goto ELSA, so would like to keep it fixed pitch.
Don't want to spend 6 grand and have to tear down the motor to update it, but I'd
take the courses to do the maint. on it as a LSA.
Suggestions, hints, gotchas?
Thanks in advance
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=283798#283798
Message 2
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| Subject: | Jabiru 2200 and Rotec TBI @ 10,000 feet |
About a month ago, I was asked how I felt the Rotec TBI would work on
my plane if I were to land and take off at 10,000 feet. A friend of
the requester was having troubles with his new Jabiru 2200 in an
Avid, and had tried a Hacman without much success. I told him I'd go
up to 10,000 feet and try some "pretend landings". Well, yesterday I
got the chance to go up there to make practice landings in my plane.
I didn't record a whole lot of data about the flight, but I did note
7 degrees F at 10,000 feet, and 2.7 gph at 2700 rpm, going 29 mph
into the wind groundspeed with 72 mph showing as airspeed. Turning
the other way showed 154 mph ground and 70 mph airspeed, same 2.7 gph
fuel usage. So I was seeing a little bit of wind. : )
The operation of the Rotec TBI was nothing out of the ordinary at
that altitude, or at 12,000 feet when I tried the same landing
practice. I reduced the airspeed (slightly across the wind) to about
40 mph, reducing throttle, pulling the mixture back to lean (like I
always do when landing) and dropped the flaperons all the way, got
the speed down to about 30 mph maybe, then at just about "touchdown",
I went for a go-around. I went full rich, full throttle, and got rid
of flaps. I had to pull back a bit on the throttle just like I have
to when taking off from land....the TBI-40 is *just* a bit tiny bit
too much air for the 2200 in my particular installation, (in
agreement with the folks at Rotec.) With the throttle pulled back a
bit, I was climbing out at 400 fpm initially, then it dropped a bit
to about 300 fpm. What I forgot about was possibly leaning out the
mixture a bit to compensate for the high altitude. It certainly
needed to be done to cruise at those altitudes, so I think that
perhaps that even at full power, a bit of leaning might have helped.
Another bit of trivia....I was using a cut-down 62" x 46" Sensenich
prop, cut to 55.5" x 46". I have found over the past 4 winters that
my rpm drops to about 2710-2740 during cold weather (Bing or TBI...no
difference), and that caused some puckering during takeoffs (now
where the hell did that seat cushion go?), so I took my old wood prop
which had some cracks developing on the tips, and cut it down about
1-1/2" on each end. That didn't make much difference, so I lopped off
another inch or so, and one end was a bit ragged after that cut, so I
built a jig to trim it, and the final result was 55 -1/2 inches. Now
I can climb out turning about 2950-2980, and I've found the seat
cushion and a few other things that I had missed right after winter
takeoffs. : )
The updraft intake manifold seems to love this short prop, as for
some reason it runs best while turning more rpm than I was used to
using. I'll go back to my longer prop when the weather warms, but for
now I'm using the "stub."
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 841.8 hrs
Countdown to 1000 hrs~158 to go
Sensenich 62"x46" Wood (summer)
Sensenich 55.5" x 46" Wood (winter)
Electroair direct-fire ignition system
Rotec TBI-40 injection
Status: flying (and learning)
Message 3
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| Subject: | Re: Jab 2200 Solid lifter in Avid Heavy Hauler |
-----Original Message-----
From: moosepileit <rklarich@msn.com>
Sent: Thu, Jan 28, 2010 12:58 pm
Subject: JabiruEngine-List: Jab 2200 Solid lifter in Avid Heavy Hauler
List,
There is an Avid 2005 cert'd Heavy Hauler on Barnstormers. The engine is
a Jab
2200 of unknown S/N and S/B compliance w/ 125 hours. The cruise at 4GPH is
only
65 MPH, looks like a 2 blade warp drive prop.
This seems a good 10 MPH slow and no where near the cruise step.
The inlets look like the smaller un modded size, though basic question abo
ut Oil
Temp and CHT got a "no problems" response.
At 16K it seems like a good deal- has a panel radio, Narco Trans/Mode C,
etc- I
know at 6'1 and 230# I'm a tight squeeze- I just fit in a Kitfox IV w/ som
e
stick/leg bumping, but the sig. other is a tiny 5'4 and 115#.
I've read all the Jabiru S/Bs, the AD note, etc. It has a Bing Carb, but
don't
know if it's 32 or 40MM- the Rotec TBI looks like the thing to swap to dow
n the
road. I don't mind a new prop test phase if there is a better one out ther
e-
would like to goto ELSA, so would like to keep it fixed pitch.
Don't want to spend 6 grand and have to tear down the motor to update it,
but
I'd take the courses to do the maint. on it as a LSA.
Suggestions, hints, gotchas?
Thanks in advance
Several Problems
1) You can do maintenance now, but will never be able to do condition insp
ections unless you become an A&P. To do inspections on it with the two-da
y course, it had to be converted to an ELSA a couple years ago. then you
could do inspections.
2) A two blade warp drive is not a good prop for this plane. Better a 62-
40 Sensinich or even a 62-38
3) Not likely a problem with the engine UNLESS it has been overheated....w
hich is a possiblity. The key is not the inlets but rather if there is a
cowling Lip on the exit
4) Stick with the Bing...no real advantage has been shown by any "regular
people" using the TBI
5) Small cabin is a problem with the AVID.....
6) Key to engine is a differential leakdown cylinder test. Any low cyls
indicate possible overheating problems.
Price is a little low if plane is well built, which indicates dissatisfact
ion with the engine.
Dont buy without flying
Doug Koenigsberg
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=283798#283798
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Message 4
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| Subject: | Re: Jab 2200 Solid lifter in Avid Heavy Hauler |
That is also the older version of the 2200 Jabiru engine with solid lifter
s and only making 80 Hp
verses the new version 2200 with Hydrolic lifters making 85 Hp
just what little I know about them having flown a couple of the newer 22
00 versions
Ellery Batchelder Jr.
-----Original Message-----
From: kayberg@aol.com
Sent: Thu, Jan 28, 2010 5:52 pm
Subject: Re: JabiruEngine-List: Jab 2200 Solid lifter in Avid Heavy Hauler
-----Original Message-----
From: moosepileit <rklarich@msn.com>
Sent: Thu, Jan 28, 2010 12:58 pm
Subject: JabiruEngine-List: Jab 2200 Solid lifter in Avid Heavy Hauler
List,
There is an Avid 2005 cert'd Heavy Hauler on Barnstormers. The engine is
a Jab
200 of unknown S/N and S/B compliance w/ 125 hours. The cruise at 4GPH is
only
5 MPH, looks like a 2 blade warp drive prop.
This seems a good 10 MPH slow and no where near the cruise step.
The inlets look like the smaller un modded size, though basic question abo
ut Oil
emp and CHT got a "no problems" response.
At 16K it seems like a good deal- has a panel radio, Narco Trans/Mode C,
etc- I
now at 6'1 and 230# I'm a tight squeeze- I just fit in a Kitfox IV w/ some
tick/leg bumping, but the sig. other is a tiny 5'4 and 115#.
I've read all the Jabiru S/Bs, the AD note, etc. It has a Bing Carb, but
don't
now if it's 32 or 40MM- the Rotec TBI looks like the thing to swap to down
the
oad. I don't mind a new prop test phase if there is a better one out there
-
ould like to goto ELSA, so would like to keep it fixed pitch.
Don't want to spend 6 grand and have to tear down the motor to update it,
but
'd take the courses to do the maint. on it as a LSA.
Suggestions, hints, gotchas?
Thanks in advance
Several Problems
1) You can do maintenance now, but will never be able to do condition insp
ections unless you become an A&P. To do inspections on it with the two-da
y course, it had to be converted to an ELSA a couple years ago. then you
could do inspections.
2) A two blade warp drive is not a good prop for this plane. Better a 62-
40 Sensinich or even a 62-38
3) Not likely a problem with the engine UNLESS it has been overheated....w
hich is a possiblity. The key is not the inlets but rather if there is a
cowling Lip on the exit
4) Stick with the Bing...no real advantage has been shown by any "regular
people" using the TBI
5) Small cabin is a problem with the AVID.....
6) Key to engine is a differential leakdown cylinder test. Any low cyls
indicate possible overheating problems.
Price is a little low if plane is well built, which indicates dissatisfact
ion with the engine.
Dont buy without flying
Doug Koenigsberg
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=283798#283798
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