KR>Jabiru 3300 engine?

[Flesner]

This question is for those that have knowledge / experience with the 
Jabiru 3300 engine.  A friend has one in a Waiex that has some low 
differential compression reads.  First I had to sort through his quick 
disconnect fitting problems.  I got that resolved and my first question 
are the reads valid with a .040 orifice in the gauges?  Jabiru site 
gives no info on this, just a differential read of 25% or 80/60.  
General info is .040 orifice for cylinders with less than a 5" bore.


Next question.  Are valves a problem on these engines?  He has an oil 
change in five hours and I suggested he fly it till then as engine runs 
smooth and develops full power and we'll check them again.  If they get 
worse he can take action.  If no change and engine continues to run 
well, I suggested he remove the heads to be re-worked come late October 
when in the first week of November he goes out of action for five months 
with a shoulder replacement.  He is down for a spell at that point anyway.


Good advise?  Bad advise? Who knows advise?

I can, by the way, dust him in my KR with an 0-200 and he has 130 hp.  
But that's another story..


Larry Flesner


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KR> Jabiru 3300

[Flesner via KRnet]

If anyone on the list has knowledge on leak down testing on a Jabiru 
3300, contact me off list at  fles...@frontier.com


I have a few questions.

Larry Flesner


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KR> Jabiru 3300 & 2200

[Phillip Matheson]

I have heard and seen a lot of bad things about the 4 & 6 Jabs, I do not 
know of one making 300 hours with out some problems.


But check for your self, Google Jabiru engine problems or similar and see 
what you find

Phil Matheson

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KR> Jabiru 3300 tested in stock KR2

[Dene Collett]

Congrats Willie!
It's been quite a wait but I am sure you will enjoy it. I hope you don't
battle too much with cooling. Those motors are a bit of a B with an itch to
cool properly.
Keep us posted!

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

Learn the system that revolutionized online marketing for only $1.0
http://www.7figurenetworker.com?a=1879877

> >-Original Message-
> >From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
Behalf Of
> >Rudi Venter
> >Sent: Friday, April 13, 2012 2:56 PM
> >To: Eric James Pitts; KRnet
> >Subject: Re: KR> Jabiru 3300 tested in stock KR2
> >
> >This is great news Willie! Well done!!
> >
> >Soon Shrek and Sexy can fly together again :)
> >
> >Keep well,
> >Rudi

KR> Jabiru 3300 tested in stock KR2

[Rudi Venter]

This is great news Willie! Well done!!

Soon Shrek and Sexy can fly together again :)

Keep well,
Rudi

On 4/13/2012 1:25 PM, Eric James Pitts wrote:
> Well done, keep us up to date on your progress.
>
>
> Eric Pitts
> Terre Haute, Ind.
>
> "Life should NOT be a  journey to the grave  with the  intention of arriving  
> safely in an attractive and well  preserved body, but  rather to skid in 
> sideways, chocolate in one hand,  body thoroughly used up, totally worn  out 
> and screaming "WOO HOO what a  ride!"
>   
>
>
> 
>   From: Willie van der Walt
> To: KRnet
> Sent: Friday, April 13, 2012 7:12 AM
> Subject: KR>  Jabiru 3300 tested in  stock KR2
>
>
>
> I am proud to announce that I test flew my KR2 (Shrek) with the 120hp Jabiru
> this morning.  Wow.. to say the least. On take-off I used a lot of rudder
> but the tail came up in about 5 meter.  I climed at 100 mph @ 1200 ft per
> min. and did not trust the rpm gauge so did not cruise at full throttle. I
> could comfortably fly at 160mph. There was no cooling problem. CHT and oil
> temp showed 100.  I need to fly 10 hours for the mod approval. 9.5 to go.
> Regards
> Willie
> Phalaborwa
> South Africa
>
>
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>
>
> -
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>

KR> Jabiru 3300 tested in stock KR2

[Eric James Pitts]

Well done, keep us up to date on your progress.


Eric Pitts
Terre Haute, Ind.

"Life should NOT be a  journey to the grave  with the  intention of arriving  
safely in an attractive and well  preserved body, but  rather to skid in 
sideways, chocolate in one hand,  body thoroughly used up, totally worn  out 
and screaming "WOO HOO what a  ride!"
 



 From: Willie van der Walt 
To: KRnet  
Sent: Friday, April 13, 2012 7:12 AM
Subject: KR> Jabiru 3300 tested in  stock KR2



I am proud to announce that I test flew my KR2 (Shrek) with the 120hp Jabiru 
this morning.  Wow.. to say the least. On take-off I used a lot of rudder 
but the tail came up in about 5 meter.  I climed at 100 mph @ 1200 ft per 
min. and did not trust the rpm gauge so did not cruise at full throttle. I 
could comfortably fly at 160mph. There was no cooling problem. CHT and oil 
temp showed 100.  I need to fly 10 hours for the mod approval. 9.5 to go.
Regards
Willie
Phalaborwa
South Africa 


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KR> Jabiru 3300 tested in stock KR2

[Willie van der Walt]

I am proud to announce that I test flew my KR2 (Shrek) with the 120hp Jabiru 
this morning.  Wow.. to say the least. On take-off I used a lot of rudder 
but the tail came up in about 5 meter.  I climed at 100 mph @ 1200 ft per 
min. and did not trust the rpm gauge so did not cruise at full throttle. I 
could comfortably fly at 160mph. There was no cooling problem. CHT and oil 
temp showed 100.  I need to fly 10 hours for the mod approval. 9.5 to go.
Regards
Willie
Phalaborwa
South Africa 

KR> Jabiru 3300

[Willie van der Walt]

Hi Dave
Not a KR2S but a standard KR2. I am just waiting for the CAA paperwork to 
get permission to fly.
Regards
Willie

-Original Message- 
From: Dave Anderson
Sent: Wednesday, March 21, 2012 4:11 AM
To: kr...@mylist.net
Subject: KR> Jabiru 3300

Any KR-2S owners out there with a Jabiru 3300 on the nose?  I'd really like 
to know how the KR performs with that engine.  What about a constant speed 
prop to go with it?  I understand the weight penalty.

Thanks,

Dave Anderson
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KR> Jabiru 3300

[Dave Anderson]

Any KR-2S owners out there with a Jabiru 3300 on the nose?  I'd really like to 
know how the KR performs with that engine.  What about a constant speed prop to 
go with it?  I understand the weight penalty.

Thanks,

Dave Anderson

KR> Jabiru 3300 weight vs corvair

[Craig Williams]

Well written Pete and I see your point and theirs too.  We are all subject to 
some type of authority and a well written proposal will go a long way to 
getting things done over there.

Good luck

Craig
With the one and only KR2 Seafury
www.kr2seafury.com



--- On Mon, 8/29/11, pe...@heroic.co.uk  wrote:

> From: pe...@heroic.co.uk 
> Subject: Re: KR> Jabiru 3300 weight vs corvair
> To: "KRnet" 
> Date: Monday, August 29, 2011, 10:23 PM
> In defence of the UK LAA, they have a
> legal responsibility for all aircraft granted UK permits to
> fly.
> 
> The LAA represents the interests of UK fliers in many ways
> including fighting an endless battle over loss of airspace,
> EU rules harmonization. Whilst not perfect, the LAA largely
> run by unpaid volunteers does a great job.
> 
> If an aircraft crashes in UK, it always crashes close to
> somewhere, so attracts a lot of media attention - leading to
> all sorts of negative publicity for the LAA, this undermines
> all the good work.
> 
> The LAA engineering dept consists of 4 blokes who look
> after all aspects of design build and maintenance of 2000+
> planes so time spent looking at one design proposal
> affecting a single project has to be balanced again the time
> needed by all the other work. For example an A/D for an RV6
> could affect a hundred or so planes. So you can see its not
> so simple for the LAA to spend several days evaluating a
> single use mod.
> 
> The LAA engineering dept is funded by member subscriptions
> and permit fees, so the cost of their work has to be born by
> all members of the Association, so I hope you see why the
> engineer says NO unless he gets a well researched and
> documented proposal.
> 
> Pete
> -- 
> Sent from my Android phone with K-9 Mail. Please excuse my
> brevity.
> 
> Patrick and Robin Russo 
> wrote:
> 
> 
> Change the paragraph below to DOWNWARD FORCES FROM REPEATED
> HARD LANDINGS 
> AND YOU HAVE IT. The fellow who wrote that paragraph below
> hit it right on. 
> I could put a 400 pound/275HP chevy up front of my KR and
> the final analysis 
> is I may not have an aircraft rated at more than 1.5-3
> "G"'s at 
> most.wether it's flying, landing or taking off.
> 
> Also, the persons or organization that said they would not
> allow a Jabiru 
> because "it is too powerful" has the obligation to
> demonstrate or prove that 
> it is indeed so. It is an absurd statement without the math
> and back-up data 
> to educate us. It is a "weight issue, not a power issue"
> 
> > - Original Message - 
> > > It's the downward force of a hard landing that
> might separate the engine 
> > > and
> > firewall from the fuselage, not just pulling it
> through the air. That's 
> > why
> > it's more a weight issue than a power issue. Just
> improving the load path
> > from the mount to the outer edges of the firewall
> (near the longerons) 
> > goes
> > a long way to strengthening that setup.
> >
> 
> 
> _
> 
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 

KR> Jabiru 3300 weight vs corvair

[pe...@heroic.co.uk]

In defence of the UK LAA, they have a legal responsibility for all aircraft 
granted UK permits to fly.

The LAA represents the interests of UK fliers in many ways including fighting 
an endless battle over loss of airspace, EU rules harmonization. Whilst not 
perfect, the LAA largely run by unpaid volunteers does a great job.

If an aircraft crashes in UK, it always crashes close to somewhere, so attracts 
a lot of media attention - leading to all sorts of negative publicity for the 
LAA, this undermines all the good work.

The LAA engineering dept consists of 4 blokes who look after all aspects of 
design build and maintenance of 2000+ planes so time spent looking at one 
design proposal affecting a single project has to be balanced again the time 
needed by all the other work. For example an A/D for an RV6 could affect a 
hundred or so planes. So you can see its not so simple for the LAA to spend 
several days evaluating a single use mod.

The LAA engineering dept is funded by member subscriptions and permit fees, so 
the cost of their work has to be born by all members of the Association, so I 
hope you see why the engineer says NO unless he gets a well researched and 
documented proposal.

Pete
-- 
Sent from my Android phone with K-9 Mail. Please excuse my brevity.

Patrick and Robin Russo  wrote:


Change the paragraph below to DOWNWARD FORCES FROM REPEATED HARD LANDINGS 
AND YOU HAVE IT. The fellow who wrote that paragraph below hit it right on. 
I could put a 400 pound/275HP chevy up front of my KR and the final analysis 
is I may not have an aircraft rated at more than 1.5-3 "G"'s at 
most.wether it's flying, landing or taking off.

Also, the persons or organization that said they would not allow a Jabiru 
because "it is too powerful" has the obligation to demonstrate or prove that 
it is indeed so. It is an absurd statement without the math and back-up data 
to educate us. It is a "weight issue, not a power issue"

> - Original Message - 
> > It's the downward force of a hard landing that might separate the engine 
> > and
> firewall from the fuselage, not just pulling it through the air. That's 
> why
> it's more a weight issue than a power issue. Just improving the load path
> from the mount to the outer edges of the firewall (near the longerons) 
> goes
> a long way to strengthening that setup.
>


_

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KR> Jabiru 3300 weight vs corvair

[Patrick and Robin Russo]

Change the paragraph below to DOWNWARD FORCES FROM REPEATED HARD LANDINGS 
AND YOU HAVE IT. The fellow who wrote that paragraph below hit it right on. 
I could put a 400 pound/275HP chevy up front of my KR and the final analysis 
is I may not have an aircraft rated at more than 1.5-3  "G"'s at 
most.wether it's flying, landing or taking off.

Also, the persons or organization that said they would not allow a Jabiru 
because "it is too powerful" has the obligation to demonstrate or prove that 
it is indeed so. It is an absurd statement without the math and back-up data 
to educate us. It is a "weight issue, not a power issue"

> - Original Message - 
> > It's the downward force of a hard landing that might separate the engine 
> > and
> firewall from the fuselage, not just pulling it through the air.  That's 
> why
> it's more a weight issue than a power issue.  Just improving the load path
> from the mount to the outer edges of the firewall (near the longerons) 
> goes
> a long way to strengthening that setup.
>

KR> Jabiru 3300 weight vs corvair

[Peter Drake]

Mark

I have sent an email to Bill Marcy at the email address he used in the 
archives. I hope he still uses that email.

Regarding the engine weight issue. We have incorporated extra longerons top 
and bottom on the forward part of the fuselage to deal with the extra load.
However its no good without numbers, so I hope Bill can come up with some.

Many thanks for your help.

Peter Drake
www.peterskr2s.co.uk

- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Sunday, August 28, 2011 10:54 PM
Subject: Re: KR> Jabiru 3300 weight vs corvair


There's a guy named Bill Marcy (who I think is from Arizona or Colorado or
somewhere out that way) that did some structural analysis for Rand Robinson
in the 90's, and one of the things he said at the first OSH forum I went to
was that his analysis showed that O-200s and "just about anything else that
would fit" would be OK for the airframe of the KR2S, thanks to the beefing
up it got at the firewall (as opposed to the KR2).  Take a look at the
archives (http://www.maddyhome.com/krsrch/index.jsp) and search for "Marcy"
and you may turn up his address.  RR should have his analysis that reports
this info though.  I assume she paid him to do the work, so she should have
it somewhere.  There's a message from Austrian Christian Kogelmann  where he
says he has the flight envelope analysis from Marcy that details max gross
weight, so he may know how to get in touch with him.  I'm betting RR knows
how to get in touch with him as well.

I can tell you that my Corvair engine weighs right at 245 pounds complete,
with everything it needs to run except fuel in the lines and electrons in
the wires (that's carb, exhaust, airbox, generator, oil, etc), and on my
first flight I tested the mount to 5 g's on the meter. I doubt the published
weight for Continentals or Jabirus is absolutely "full-up", so keep that in
mind when my 245 sounds heavy.

It's the downward force of a hard landing that might separate the engine and
firewall from the fuselage, not just pulling it through the air.  That's why
it's more a weight issue than a power issue.  Just improving the load path
from the mount to the outer edges of the firewall (near the longerons) goes
a long way to strengthening that setup.

As for Corvair hp, mine was rated at 110 hp at 4400 rpm, but that was with a
different cam and I've got 15% more displacement now.  You can sift through
the stuff at http://www.n56ml.com/corvair/specs.html and find just about
anything you want to know about the stock Corvair specs or the
implementation that I'm running, with all kinds of  other details at
http://www.n56ml.com/corvair ...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com
 


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KR> Jabiru 3300 weight vs corvair

[pe...@heroic.co.uk]

Bill Marcy

See kiddiehawk.org
-- 
Sent from my Android phone with K-9 Mail. Please excuse my brevity.

Mark Langford  wrote:

There's a guy named Bill Marcy (who I think is from Arizona or Colorado or 
somewhere out that way) that did some structural analysis for Rand Robinson 
in the 90's, and one of the things he said at the first OSH forum I went to 
was that his analysis showed that O-200s and "just about anything else that 
would fit" would be OK for the airframe of the KR2S, thanks to the beefing 
up it got at the firewall (as opposed to the KR2). Take a look at the 
archives (http://www.maddyhome.com/krsrch/index.jsp) and search for "Marcy" 
and you may turn up his address. RR should have his analysis that reports 
this info though. I assume she paid him to do the work, so she should have 
it somewhere. There's a message from Austrian Christian Kogelmann where he 
says he has the flight envelope analysis from Marcy that details max gross 
weight, so he may know how to get in touch with him. I'm betting RR knows 
how to get in touch with him as well.

I can tell you that my Corvair engine weighs right at 245 pounds complete, 
with everything it needs to run except fuel in the lines and electrons in 
the wires (that's carb, exhaust, airbox, generator, oil, etc), and on my 
first flight I tested the mount to 5 g's on the meter. I doubt the published 
weight for Continentals or Jabirus is absolutely "full-up", so keep that in 
mind when my 245 sounds heavy.

It's the downward force of a hard landing that might separate the engine and 
firewall from the fuselage, not just pulling it through the air. That's why 
it's more a weight issue than a power issue. Just improving the load path 
from the mount to the outer edges of the firewall (near the longerons) goes 
a long way to strengthening that setup.

As for Corvair hp, mine was rated at 110 hp at 4400 rpm, but that was with a 
different cam and I've got 15% more displacement now. You can sift through 
the stuff at http://www.n56ml.com/corvair/specs.html and find just about 
anything you want to know about the stock Corvair specs or the 
implementation that I'm running, with all kinds of other details at 
http://www.n56ml.com/corvair ...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com
_



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KR> Jabiru 3300 weight vs corvair

[Barry Kruyssen]

Hi Mark

>From Jabiru http://www.jabiru.net.au/ 
83.5 kg (178 lbs) complete including exhaust, carburettor, starter motor,
alternator and ignition system
Only thing missing is the 3.5 ltr of oil and the air box.

It's hard to beat the Jabiru weight, the price helps lighten your wallet as
well (double the weight saving)

Regards
Barry Kruyssen
k...@bigpond.com 
http://athertonairport.com.au/kr2/ 


-Original Message-
I can tell you that my Corvair engine weighs right at 245 pounds complete, 
with everything it needs to run except fuel in the lines and electrons in 
the wires (that's carb, exhaust, airbox, generator, oil, etc), and on my 
first flight I tested the mount to 5 g's on the meter. I doubt the published

weight for Continentals or Jabirus is absolutely "full-up", so keep that in 
mind when my 245 sounds heavy.


Mark Langford
ML at N56ML.com
website at http://www.N56ML.com
 

KR> Jabiru 3300 weight vs corvair

[Mark Langford]

There's a guy named Bill Marcy (who I think is from Arizona or Colorado or 
somewhere out that way) that did some structural analysis for Rand Robinson 
in the 90's, and one of the things he said at the first OSH forum I went to 
was that his analysis showed that O-200s and "just about anything else that 
would fit" would be OK for the airframe of the KR2S, thanks to the beefing 
up it got at the firewall (as opposed to the KR2).  Take a look at the 
archives (http://www.maddyhome.com/krsrch/index.jsp) and search for "Marcy" 
and you may turn up his address.  RR should have his analysis that reports 
this info though.  I assume she paid him to do the work, so she should have 
it somewhere.  There's a message from Austrian Christian Kogelmann  where he 
says he has the flight envelope analysis from Marcy that details max gross 
weight, so he may know how to get in touch with him.  I'm betting RR knows 
how to get in touch with him as well.

I can tell you that my Corvair engine weighs right at 245 pounds complete, 
with everything it needs to run except fuel in the lines and electrons in 
the wires (that's carb, exhaust, airbox, generator, oil, etc), and on my 
first flight I tested the mount to 5 g's on the meter. I doubt the published 
weight for Continentals or Jabirus is absolutely "full-up", so keep that in 
mind when my 245 sounds heavy.

It's the downward force of a hard landing that might separate the engine and 
firewall from the fuselage, not just pulling it through the air.  That's why 
it's more a weight issue than a power issue.  Just improving the load path 
from the mount to the outer edges of the firewall (near the longerons) goes 
a long way to strengthening that setup.

As for Corvair hp, mine was rated at 110 hp at 4400 rpm, but that was with a 
different cam and I've got 15% more displacement now.  You can sift through 
the stuff at http://www.n56ml.com/corvair/specs.html and find just about 
anything you want to know about the stock Corvair specs or the 
implementation that I'm running, with all kinds of  other details at 
http://www.n56ml.com/corvair ...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com
 

KR> Jabiru 3300

[Glenn Martin]

On 8/28/2011 12:41 PM, Peter Drake wrote:
> So has anyone out there got any numbers that will back up the case for using
> a 120hp engine on a KR2S?
>
> I am mainly looking for any data on torque stress on the airframe.
>

  The formula for HP is Torque x RPM/5252. By substitution that makes 
Torque = HP * 5252/RPM. It doesn't seem to mention brand name of the 
engine, so you should be able to compare the torque of the Jabaru to the 
torque of the Corviar engine directly, unless the Jab is a GEARED PSRU, 
in which case you take can that into account. Of course, that's assuming 
the same prop on both. If I'm wrong, please correct me.
-- 
Glenn Martin,
KR2 N1333A,
Biloxi, MS

KR> Jabiru 3300

[Peter Drake]

Hi All

Thanks for all your suggestions.
We have come to the conclusion that the only way to get this one through is 
with raw data.
Engineers like numbers and no amount of hearsay evidence is likely to sway 
them.

So has anyone out there got any numbers that will back up the case for using 
a 120hp engine on a KR2S?

I am mainly looking for any data on torque stress on the airframe.

Thanks

Peter
Hereford UK

I have just had an email from the cheif engineer of the LAA and he has
refused to let us use a Jabiru 3300 in a KR2S because he says it is too
powerful!
Has anyone got any stress data that I can hit him back with?

A frustrated Peter Drake
Hereford UK



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KR> Jabiru 3300 weight vs corvair

[Tony King]

Hi Stef,

According to Jabiru, ramp weight for the 3300 is 83.5 kg (184 lbs).  This
includes exhaust, propellor (2 blade wood), starter, alternator, carburetor,
regulator, etc. Pretty much everything FWF except the mount and cowling.
Not sure on teh corvair but from what I've read a typical installation looks
like well over 240lb for the same items.

Cheers,

Tony King
Queensland Australia

On 28 August 2011 01:14,  wrote:

>
> kr friens.
> What is THE weight of both ?
>
>
> Stef
>
>
>
>
>
>
>
>
> Stef and Ted are building the KR-2S see
> http://www.masttotaalconcept.nl/kr2
>
>
>
> -Oorspronkelijk bericht-
> Van: krnet-boun...@mylist.net namens Larry&Sallie Flesner
> Verzonden: vr 26-8-2011 19:35
> Aan: Ronald Wright; KRnet
> Onderwerp: Re: KR> Jabiru 3300
>
>
> >
> >
> >Regardless of the number of Corv / O320 examples flying,
>
> ++
>
> I don't know of any KR's flying with an 0-320.  The 0-235 and 0-290
> are the largest Lycombings I'm aware of.  The only "KR" flying with
> the larger engine was a TOTALLY re-designed airframe that was no
> longer a KR.  It made the Gathering at Red Oak, Iowa back about  2002
> or so and really wasn't all that fast for the horsepower.   The
> 0-320, in my opinion, is way over the top for a KR and would be
> totally unsafe, in firewall weight and CG problems, if nothing
> else.  If there are no reliability problems, I think the J3300 would
> be a great engine for a well built KR.  Personally, I'd LOVE to drop
> a Continental  IO-240 in my KR.  125 hp fuel injected with basically
> the same weight as my 0-200.  I don't have that kind of money but at
> least I can dream. :-)
>
> Larry Flesner
>
>
>
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>

KR> Jabiru 3300 weight vs corvair

[Larry&Sallie Flesner]

>What is THE weight of both ?
>Stef
+++

Jabiru 3300 =  180 pounds +or-

Corvair=   220 pounds  +or-

Continental 0-200 = 230 pounds +or-

Larry Flesner

KR> Jabiru 3300 weight vs corvair

[stef...@kpnmail.nl]

kr friens.
What is THE weight of both ?


Stef








Stef and Ted are building the KR-2S see   
http://www.masttotaalconcept.nl/kr2



-Oorspronkelijk bericht-
Van: krnet-boun...@mylist.net namens Larry&Sallie Flesner
Verzonden: vr 26-8-2011 19:35
Aan: Ronald Wright; KRnet
Onderwerp: Re: KR> Jabiru 3300


>
>
>Regardless of the number of Corv / O320 examples flying,

++

I don't know of any KR's flying with an 0-320.  The 0-235 and 0-290 
are the largest Lycombings I'm aware of.  The only "KR" flying with 
the larger engine was a TOTALLY re-designed airframe that was no 
longer a KR.  It made the Gathering at Red Oak, Iowa back about  2002 
or so and really wasn't all that fast for the horsepower.   The 
0-320, in my opinion, is way over the top for a KR and would be 
totally unsafe, in firewall weight and CG problems, if nothing 
else.  If there are no reliability problems, I think the J3300 would 
be a great engine for a well built KR.  Personally, I'd LOVE to drop 
a Continental  IO-240 in my KR.  125 hp fuel injected with basically 
the same weight as my 0-200.  I don't have that kind of money but at 
least I can dream. :-)

Larry Flesner



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KR> Jabiru 3300

[bdazzca...@aol.com]

Off subject but I cant send in a question anymore for some reason:( It  
keeps sending me waiting for approval from the moderator. Please tell me what 
im  doing wrong:(


David Swanson


In a message dated 8/25/2011 4:48:39 P.M. US Mountain Standard Time,  
fles...@frontier.com writes:


>I have just had an email from the cheif engineer of the LAA and  he has
>refused to let us use a Jabiru 3300 in a KR2S because he says it  is too
>powerful!
>Has anyone got any stress data that I can hit  him back with?
>Peter  Drake
>+++
+


How  about the  3100 Corvairs  in the USA flying hundreds of hours  
using a heavier engine of equal horsepower?

Or the several KR's  flying with Lycombing 0-235's or 0-290's ?

Or the heavier Continental  0-200 turning 3000+ rpm pumping out 
probably 120+ hp?

More  important than the HP the Jabiru is putting out would be getting 
the CG of  the airplane correct with the lighter weight engine.

Have your "chief  engineer" do a little research at 
www.krnet.org  or   http://www.n56ml.com/strent.html  or  
http://www.krnet.org/krs/kr100/  or   http://www.mtnguy.com/n966g/

Larry  Flesner




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KR> Jabiru 3300

[pe...@heroic.co.uk]

Hi Ron / Larry

The kr2 LEGAL vne in UK is 135kt, the kr2s is basically a kr2 so vne is 135 
(LAA logic). 

We even need approval to change the prop, so go figure what the guys think 
about uprating the engine.

Unlike your FAA relaxed approach, our folks insist on lots of design analysis 
before approving a major design change and 100+ hp is a big change from the 
original design approval which was for a 60hp vw.

What would be the point of propping a plane for max pwr at climb speed, yeh up 
like a rocket but then revving the guts for 135kt. The guys at the laa aren't 
stupid they know it will be propped for a comfy 130kt cruise, so they take the 
low risk option. There has been lots of recent complaints about the LAA worry 
culture.

I agree 100% the j3300 would make a good choice for a hot kr, but not sure how 
that fits with Peter Drake's STOL requirement. With 60hp I find it easy to get 
off and up 50ft in 300yds, but getting down in less than 500yds is pretty 
tough. Not sure how extra power would be helpfull.

Pete

-- 
Sent from my Android phone with K-9 Mail. Please excuse my brevity.

Larry&Sallie Flesner  wrote:


>
>
>Regardless of the number of Corv / O320 examples flying,

++

I don't know of any KR's flying with an 0-320. The 0-235 and 0-290 
are the largest Lycombings I'm aware of. The only "KR" flying with 
the larger engine was a TOTALLY re-designed airframe that was no 
longer a KR. It made the Gathering at Red Oak, Iowa back about 2002 
or so and really wasn't all that fast for the horsepower. The 
0-320, in my opinion, is way over the top for a KR and would be 
totally unsafe, in firewall weight and CG problems, if nothing 
else. If there are no reliability problems, I think the J3300 would 
be a great engine for a well built KR. Personally, I'd LOVE to drop 
a Continental IO-240 in my KR. 125 hp fuel injected with basically 
the same weight as my 0-200. I don't have that kind of money but at 
least I can dream. :-)

Larry Flesner



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KR> Jabiru 3300

[Larry&Sallie Flesner]

>
>
>Regardless of the number of Corv / O320 examples flying,

++

I don't know of any KR's flying with an 0-320.  The 0-235 and 0-290 
are the largest Lycombings I'm aware of.  The only "KR" flying with 
the larger engine was a TOTALLY re-designed airframe that was no 
longer a KR.  It made the Gathering at Red Oak, Iowa back about  2002 
or so and really wasn't all that fast for the horsepower.   The 
0-320, in my opinion, is way over the top for a KR and would be 
totally unsafe, in firewall weight and CG problems, if nothing 
else.  If there are no reliability problems, I think the J3300 would 
be a great engine for a well built KR.  Personally, I'd LOVE to drop 
a Continental  IO-240 in my KR.  125 hp fuel injected with basically 
the same weight as my 0-200.  I don't have that kind of money but at 
least I can dream. :-)

Larry Flesner

KR> Jabiru 3300

[phil brookman]

landing distance mmn 
speed control is a very good idea as is flaps as is brakes 
tri gear or taildragger i wonder 
i can get it down to about 600ft but for ,margins need more 
a belly board can really help
phill






From: Larry&Sallie Flesner 
To: KRnet 
Sent: Fri, August 26, 2011 6:21:59 PM
Subject: Re: KR> Jabiru 3300

At 09:44 AM 8/26/2011, you wrote:
>Risk aversion
>
>Regardless of the number of Corv / O320 examples flying, I think I 
>understand the issue, the J3300 will allow the kr2 to dramatically 
>exceed it's stated Vne, so LAA will have to treat the resulting 
>aircraft as a new type with all the attendant design analysis.
>Pete
++


If 0-200's running flat out at 3100 rpm and 3100 cc Corvairs running 
flat out can't get the KR to fly at the 200mph Vne speed, I can't 
imagine the J3300 will be capable of getting the KR to "dramatically 
exceed" the Vne of the KR in level flight, even with the new faster wing.

The lighter weight and additional hp of the J3300 should improve the 
takeoff performance on any kind of runway surface.  Landing distance 
can be controlled with the use of flaps or speed brakes.  I can land 
my "heavy" KR in 1500 feet on a hard surface with the use of a speed 
brake and airspeed control.

I've never heard of any control surface attachment or engine mount 
problems on a KR other than in a crash and consider both to be quite 
adequate to the 200 mph Vne speed.  I seem to recall Richard Shirley 
is running a J3300 in his KR1 without any problems.

Just my opinion and not very scientific.  Go with whatever you are 
comfortable with.

Larry Flesner


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KR> Jabiru 3300

[Larry&Sallie Flesner]

At 09:44 AM 8/26/2011, you wrote:
>Risk aversion
>
>Regardless of the number of Corv / O320 examples flying, I think I 
>understand the issue, the J3300 will allow the kr2 to dramatically 
>exceed it's stated Vne, so LAA will have to treat the resulting 
>aircraft as a new type with all the attendant design analysis.
>Pete
++

If 0-200's running flat out at 3100 rpm and 3100 cc Corvairs running 
flat out can't get the KR to fly at the 200mph Vne speed, I can't 
imagine the J3300 will be capable of getting the KR to "dramatically 
exceed" the Vne of the KR in level flight, even with the new faster wing.

The lighter weight and additional hp of the J3300 should improve the 
takeoff performance on any kind of runway surface.  Landing distance 
can be controlled with the use of flaps or speed brakes.  I can land 
my "heavy" KR in 1500 feet on a hard surface with the use of a speed 
brake and airspeed control.

I've never heard of any control surface attachment or engine mount 
problems on a KR other than in a crash and consider both to be quite 
adequate to the 200 mph Vne speed.  I seem to recall Richard Shirley 
is running a J3300 in his KR1 without any problems.

Just my opinion and not very scientific.  Go with whatever you are 
comfortable with.

Larry Flesner

KR> Jabiru 3300

[Ronald Wright]

The prop diameter/pitch can/will control the 3300 so it CAN'T exceed the VNE..  
Just because you have more horsepower doesn't mean it can/will exceed the VNE 
limits of the aircraft it's installed on.  Why do you assume the 3300 has more 
"power" than an 0320??  The 0320 I have (not installed on a KR2) is 160 hp..  I 
doubt the 3300 can turn out that much HP, but even if it could the PROP is what 
controls VNE, not horsepower..
 
Just my .05 worth.
 
Ron

From: "pe...@heroic.co.uk" 
To: KRnet ; KRnet 
Sent: Friday, August 26, 2011 9:44 AM
Subject: Re: KR> Jabiru 3300

Risk aversion

Regardless of the number of Corv / O320 examples flying, I think I understand 
the issue, the J3300 will allow the kr2 to dramatically exceed it's stated Vne, 
so LAA will have to treat the resulting aircraft as a new type with all the 
attendant design analysis.

I would expect concerns about moving surface attachments and engine mount 
bulkhead design.

Peter back to your original email, I am uncertain if the extra power will make 
a kr2s more farm strip usable, as the critical issue imho is landing distance. 
Most US krs fly off longer strips so it may be useful to contact Willy Wilson 
who did the Test flights on Ken Aitchinkons kr

Pete
-- 
Sent from my Android phone with K-9 Mail. Please excuse my brevity.

phil brookman  wrote:

that seems on the face of it ridiculous 
powerfull and what would that cause .
what effects does he think will happen 
phill





_

From: Peter Drake 
To: KRnet 
Sent: Thu, August 25, 2011 5:19:16 PM
Subject: Re: KR> Jabiru 3300

Hi

I have just had an email from the cheif engineer of the LAA and he has 
refused to let us use a Jabiru 3300 in a KR2S because he says it is too 
powerful!
Has anyone got any stress data that I can hit him back with?

A frustrated Peter Drake
Hereford UK

- Original Message - 
From: "Peter Drake" 
To: "KRnet" 
Sent: Monday, August 22, 2011 3:22 PM
Subject: KR> Jabiru 3300


Hi All

There has been some discussion about Jabiru engines.

I am in the process of purchasing a Jabiru 3300 for my KR2s
We feel we need the extra grunt of 120hp to get out of some of the tiny farm
strips we have in the UK.
Is there anyone flying a KR with one out there?



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KR> Jabiru 3300

[Virgil N. Salisbury]

Get some taildragger time from an older instructor. Proper speed 
control will
greatly shorten your landing distance, Virg


On 8/26/2011 10:44 AM, pe...@heroic.co.uk wrote:
> Risk aversion
>
> Regardless of the number of Corv / O320 examples flying, I think I understand 
> the issue, the J3300 will allow the kr2 to dramatically exceed it's stated 
> Vne, so LAA will have to treat the resulting aircraft as a new type with all 
> the attendant design analysis.
>
> I would expect concerns about moving surface attachments and engine mount 
> bulkhead design.
>
> Peter back to your original email, I am uncertain if the extra power will 
> make a kr2s more farm strip usable, as the critical issue imho is landing 
> distance. Most US krs fly off longer strips so it may be useful to contact 
> Willy Wilson who did the Test flights on Ken Aitchinkons kr
>
> Pete

KR> Jabiru 3300

[phil brookman]

one thought there is a sonex near me with 3300 ...it would be very interesting 
to compare data from that ..
crossland moor huddersfield 
phill






From: "pe...@heroic.co.uk" 
To: KRnet ; KRnet 
Sent: Fri, August 26, 2011 3:44:36 PM
Subject: Re: KR> Jabiru 3300

Risk aversion

Regardless of the number of Corv / O320 examples flying, I think I understand 
the issue, the J3300 will allow the kr2 to dramatically exceed it's stated Vne, 
so LAA will have to treat the resulting aircraft as a new type with all the 
attendant design analysis.

I would expect concerns about moving surface attachments and engine mount 
bulkhead design.

Peter back to your original email, I am uncertain if the extra power will make 
a 
kr2s more farm strip usable, as the critical issue imho is landing distance. 
Most US krs fly off longer strips so it may be useful to contact Willy Wilson 
who did the Test flights on Ken Aitchinkons kr

Pete
-- 
Sent from my Android phone with K-9 Mail. Please excuse my brevity.

phil brookman  wrote:

that seems on the face of it ridiculous 
powerfull and what would that cause .
what effects does he think will happen 
phill





_

From: Peter Drake 
To: KRnet 
Sent: Thu, August 25, 2011 5:19:16 PM
Subject: Re: KR> Jabiru 3300

Hi

I have just had an email from the cheif engineer of the LAA and he has 
refused to let us use a Jabiru 3300 in a KR2S because he says it is too 
powerful!
Has anyone got any stress data that I can hit him back with?

A frustrated Peter Drake
Hereford UK

- Original Message - 
From: "Peter Drake" 
To: "KRnet" 
Sent: Monday, August 22, 2011 3:22 PM
Subject: KR> Jabiru 3300


Hi All

There has been some discussion about Jabiru engines.

I am in the process of purchasing a Jabiru 3300 for my KR2s
We feel we need the extra grunt of 120hp to get out of some of the tiny farm
strips we have in the UK.
Is there anyone flying a KR with one out there?



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KR> Jabiru 3300

[pe...@heroic.co.uk]

Risk aversion

Regardless of the number of Corv / O320 examples flying, I think I understand 
the issue, the J3300 will allow the kr2 to dramatically exceed it's stated Vne, 
so LAA will have to treat the resulting aircraft as a new type with all the 
attendant design analysis.

I would expect concerns about moving surface attachments and engine mount 
bulkhead design.

Peter back to your original email, I am uncertain if the extra power will make 
a kr2s more farm strip usable, as the critical issue imho is landing distance. 
Most US krs fly off longer strips so it may be useful to contact Willy Wilson 
who did the Test flights on Ken Aitchinkons kr

Pete
-- 
Sent from my Android phone with K-9 Mail. Please excuse my brevity.

phil brookman  wrote:

that seems on the face of it ridiculous 
powerfull and what would that cause .
what effects does he think will happen 
phill





_

From: Peter Drake 
To: KRnet 
Sent: Thu, August 25, 2011 5:19:16 PM
Subject: Re: KR> Jabiru 3300

Hi

I have just had an email from the cheif engineer of the LAA and he has 
refused to let us use a Jabiru 3300 in a KR2S because he says it is too 
powerful!
Has anyone got any stress data that I can hit him back with?

A frustrated Peter Drake
Hereford UK

- Original Message - 
From: "Peter Drake" 
To: "KRnet" 
Sent: Monday, August 22, 2011 3:22 PM
Subject: KR> Jabiru 3300


Hi All

There has been some discussion about Jabiru engines.

I am in the process of purchasing a Jabiru 3300 for my KR2s
We feel we need the extra grunt of 120hp to get out of some of the tiny farm
strips we have in the UK.
Is there anyone flying a KR with one out there?



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KR> Jabiru 3300

[Larry&Sallie Flesner]

>I have just had an email from the cheif engineer of the LAA and he has
>refused to let us use a Jabiru 3300 in a KR2S because he says it is too
>powerful!
>Has anyone got any stress data that I can hit him back with?
>Peter Drake
>


How about the  3100 Corvairs  in the USA flying hundreds of hours 
using a heavier engine of equal horsepower?

Or the several KR's flying with Lycombing 0-235's or 0-290's ?

Or the heavier Continental 0-200 turning 3000+ rpm pumping out 
probably 120+ hp?

More important than the HP the Jabiru is putting out would be getting 
the CG of the airplane correct with the lighter weight engine.

Have your "chief engineer" do a little research at 
www.krnet.org  or  http://www.n56ml.com/strent.html  or 
http://www.krnet.org/krs/kr100/  or  http://www.mtnguy.com/n966g/

Larry Flesner

KR> Jabiru 3300

[Tony King]

Jabiru engines seem to have a pretty mixed reputation in Aus.  During a
factory tour at Brumby Aircraft (Australian designed and built certified
LSA) last year I spoke with the senior engineer about their experience.  He
told me they had delivered 10 aircraft with Jabiru 3300's and 3 had major
failures within the first 50 hours.  Their preference is now strongly for
Rotax, despite the lower power and they'll only install a Jabiru now if the
customer insists.

On the other hand, there are plenty of people who love Jabirus and have had
no issues - although it does seem rare to see a Jabiru for sale whose engine
hours match the airframe hours.  One recent development that looks very
promising is Rotec's liquid cooled heads.  Too soon to know whether they
make a big difference but their claim is they will enable a Jabiru engine to
reach its stated TBO.  They also claim the heads are lighter than the
original so the overall solution doesn't add any weight (although it clearly
adds complexity).  I'm thinking seriously about taking this direction.  By
the time I'm ready for the engine they should have a bit of a track record.

I really want arond 120HP since I've widened and lengthened the fuse, bumped
up the MTOW and want to operate off a relatively short grass strip.  The
Corvair story doesn't add up outside North America (in my opinion) due to
parts availability, local support, etc. and it's heavier than I'd like as
well.  The budget won't stretch to a Rotax 914 or the UL Power engine and
Subaru's too heavy as well.  That doesn't leave many choices and the Jab
3300 really fits the bill - if only there weren't so many horror stories
about reliability.  I'd really like to hear some success stories from Jabiru
owners.  Unfortunately happy customers are usually a lot quieter than
unhappy ones so it's a bit hard to tell what's the real likelihood of
getting a lemon.

Tony King
Queensland Australia

On 26 August 2011 06:58, Vaughan Thomas  wrote:

> I dont understand the  "excess" power thing, but down under ( New Zealand),
> the Jabarus are treated as a bad joke, beautiful , light, have the grunt
> sure. But how many issues do they have? valve & head failures, (known to
> have dropped valves through pistons) causing engine outs, probably the wost
> are the poor flywheel dowling design which has caused countless flywheels
> to
> part company with the crank (great for ignition timing!) These engines have
> had hundreds of mods from original & have they got it right yet?  Vaughan
> Thomas
> Hamilton
> NewZealand
>
> - Original Message -
> From: "phil brookman" 
> To: "KRnet" 
> Sent: Friday, August 26, 2011 7:58 AM
> Subject: Re: KR> Jabiru 3300
>
>
> that seems on the face of it ridiculous 
> powerfull and what would that cause .
> what effects does he think will happen 
> phill
>
>
>
>
>
> 
> From: Peter Drake 
> To: KRnet 
> Sent: Thu, August 25, 2011 5:19:16 PM
> Subject: Re: KR> Jabiru 3300
>
> Hi
>
> I have just had an email from the cheif engineer of the LAA and he has
> refused to let us use a Jabiru 3300 in a KR2S because he says it is too
> powerful!
> Has anyone got any stress data that I can hit him back with?
>
> A frustrated Peter Drake
> Hereford UK
>
> - Original Message -
> From: "Peter Drake" 
> To: "KRnet" 
> Sent: Monday, August 22, 2011 3:22 PM
> Subject: KR> Jabiru 3300
>
>
> Hi All
>
> There has been some discussion about Jabiru engines.
>
> I am in the process of purchasing a Jabiru 3300 for my KR2s
> We feel we need the extra grunt of 120hp to get out of some of the tiny
> farm
> strips we have in the UK.
> Is there anyone flying a KR with one out there?
>
>
>
> --
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KR> Jabiru 3300

[Vaughan Thomas]

I dont understand the  "excess" power thing, but down under ( New Zealand), 
the Jabarus are treated as a bad joke, beautiful , light, have the grunt 
sure. But how many issues do they have? valve & head failures, (known to 
have dropped valves through pistons) causing engine outs, probably the wost 
are the poor flywheel dowling design which has caused countless flywheels to 
part company with the crank (great for ignition timing!) These engines have 
had hundreds of mods from original & have they got it right yet?  Vaughan 
Thomas
Hamilton
NewZealand

- Original Message - 
From: "phil brookman" 
To: "KRnet" 
Sent: Friday, August 26, 2011 7:58 AM
Subject: Re: KR> Jabiru 3300


that seems on the face of it ridiculous 
powerfull and what would that cause .
what effects does he think will happen 
phill






From: Peter Drake 
To: KRnet 
Sent: Thu, August 25, 2011 5:19:16 PM
Subject: Re: KR> Jabiru 3300

Hi

I have just had an email from the cheif engineer of the LAA and he has
refused to let us use a Jabiru 3300 in a KR2S because he says it is too
powerful!
Has anyone got any stress data that I can hit him back with?

A frustrated Peter Drake
Hereford UK

- Original Message - 
From: "Peter Drake" 
To: "KRnet" 
Sent: Monday, August 22, 2011 3:22 PM
Subject: KR> Jabiru 3300


Hi All

There has been some discussion about Jabiru engines.

I am in the process of purchasing a Jabiru 3300 for my KR2s
We feel we need the extra grunt of 120hp to get out of some of the tiny farm
strips we have in the UK.
Is there anyone flying a KR with one out there?



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06:34:00

KR> Jabiru 3300

[phil brookman]

that seems on the face of it ridiculous 
powerfull and what would that cause .
what effects does he think will happen 
phill






From: Peter Drake 
To: KRnet 
Sent: Thu, August 25, 2011 5:19:16 PM
Subject: Re: KR> Jabiru 3300

Hi

I have just had an email from the cheif engineer of the LAA and he has 
refused to let us use a Jabiru 3300 in a KR2S because he says it is too 
powerful!
Has anyone got any stress data that I can hit him back with?

A frustrated Peter Drake
Hereford UK

- Original Message - 
From: "Peter Drake" 
To: "KRnet" 
Sent: Monday, August 22, 2011 3:22 PM
Subject: KR> Jabiru 3300


Hi All

There has been some discussion about Jabiru engines.

I am in the process of purchasing a Jabiru 3300 for my KR2s
We feel we need the extra grunt of 120hp to get out of some of the tiny farm
strips we have in the UK.
Is there anyone flying a KR with one out there?



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KR> Jabiru 3300

[Peter Drake]

Hi

I have just had an email from the cheif engineer of the LAA and he has 
refused to let us use a Jabiru 3300 in a KR2S because he says it is too 
powerful!
Has anyone got any stress data that I can hit him back with?

A frustrated Peter Drake
Hereford UK

- Original Message - 
From: "Peter Drake" 
To: "KRnet" 
Sent: Monday, August 22, 2011 3:22 PM
Subject: KR> Jabiru 3300


Hi All

There has been some discussion about Jabiru engines.

I am in the process of purchasing a Jabiru 3300 for my KR2s
We feel we need the extra grunt of 120hp to get out of some of the tiny farm
strips we have in the UK.
Is there anyone flying a KR with one out there?



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KR> Jabiru 3300

[Larry&Sallie Flesner]

At 06:35 PM 8/24/2011, you wrote:
>On climb in the J160 I fly with the ball
>off centre to the left by about 1/16 inch and that drops the temp on the
>hottest cylinder by 5°CWOW.
>
>Regards
>Barry Kruyssen
+

Sounds like some cowling mod's might be in order.

My 0-200 runs 325F on an extended climb with 95 
degrees OAT and 300F in cruise at 2500 rpm.

Larry Flesner

KR> Jabiru 3300

[Barry Kruyssen]

In my experience the Jabiru will not last long if run at 2700 rpm as the
barrels will glaze and then oil consumption will go through the roof.  I
have 2 Jabiru 2200 4 cylinder engines, one in my KR2 and one in a Jabiru
J160.  The KR2 I have only ever flown hard, 2950 rpm plus, the CHT's are
around 310 Fahrenheit, and have had no problems with the engine.  On the
other hand the J160 was flown more conservative, 2750 to 2800 rpm because it
constantly had CHT's around 360 Fahrenheit.  The J160 has had the heads done
up 3 times, 2 new sets of barrels.  I modified the cowling and the RAMAIR
ducts and bought the temperature down to 320 Fahrenheit and now run it at
2950 rpm and have no problems (and get there faster).  

The same applies to the 3300 engine as I regularly fly with friends who have
the 6 cylinder engines have and also had problems.  One of them would
throttle back for hours and fly at my cruise speed and that stuffed his
engine.

Jabiru specify:
Max. CHT (Climb) 200°C (392°F)
Max Continuous CHT (Cruise) 180°C (356°F)
In reality we have found max of 180°C (356°F) and cruise 160°C (320°F) gives
us best results.

I have my Grand Rapids EMS alarm come on at 175°C and rarely have that come
on. Another trick to play with is to try flying with the ball off centre and
see what that does to your temps.  On climb in the J160 I fly with the ball
off centre to the left by about 1/16 inch and that drops the temp on the
hottest cylinder by 5°CWOW.

Regards
Barry Kruyssen
k...@bigpond.com 
http://athertonairport.com.au/kr2/ 

-Original Message-

 In order to operate the Jabaru 3300 equipped Sonex as light sport, it
requires a placard on the panel stating that the engine RPM must be limited
to 2700 RPM after 5 minutes of flight.

 Jeff Scott
 Los Alamos, NM
- Original Message -

KR> Jabiru 3300

[Larry&Sallie Flesner]

At 03:19 PM 8/24/2011, you wrote:
>  In order to operate the Jabaru 3300 equipped Sonex as light sport, 
> it requires a placard on the panel stating that the engine RPM must 
> be limited to 2700 RPM after 5 minutes of flight.
++

Yea, right, sure, Mr. FAA man.., I'll throttle back.  :-) :-)

Larry Flesner

KR> Jabiru 3300

[Jeff Scott]

Hmm. I replied to this post last night, but never saw it posted back from the 
mail server...

 In order to operate the Jabaru 3300 equipped Sonex as light sport, it requires 
a placard on the panel stating that the engine RPM must be limited to 2700 RPM 
after 5 minutes of flight.

 Jeff Scott
 Los Alamos, NM
- Original Message -

 

 Does the Sonex have a prop that limits their speed to keep them light sport 
qualified? A friend of mine has the 3300 in a Y X that has just two flights to 
date. I'll be anxious to see how it compares to my KR. Larry Flesner

KR> Jabiru 3300

[Jeff Scott]

No. If you choose to fly the Jabaru 3300 equiped Sonex as light sport, you must 
install a plackard on the panel stating that the engine is limited to 2700 rpm 
after 5 minutes. The rpms limit the speed to fit the light sport consensus 
standards.

 -Jeff Scott

 

 Does the Sonex have a prop that limits their speed to keep them light sport 
qualified? A friend of mine has the 3300 in a Y X that has just two flights to 
date. I'll be anxious to see how it compares to my KR. Larry Flesner

KR> Jabiru 3300

[Larry&Sallie Flesner]

At 02:06 PM 8/23/2011, you wrote:
>  I am renting part of one of my hangars to a young man that just 
> finished a Sonex using the Jabaru 3300. He's flying at about 250# 
> less gross weight than I am, but his Sonex easily out climbs my 
> O-200 powered KR. It isn't until we pitch over into cruise that I 
> go smoking past him.


Does the Sonex have a prop that limits their speed to keep them light 
sport qualified?  A friend of mine has the 3300 in a Y X that has 
just two flights to date.  I'll be anxious to see how it compares to my KR.

Larry Flesner

KR> Jabiru 3300

[Jeff Scott]

Peter,

 In fact, Ken Thomas of Jasper, AL has been flying his KR-2S behind a 3300 
Jabaru for a while. You'll find a few external shots of his plane towards the 
top of the 2004 KR Gathering photos.  I don't think 
Ken is on the email list.

 I am renting part of one of my hangars to a young man that just finished a 
Sonex using the Jabaru 3300. He's flying at about 250# less gross weight than I 
am, but his Sonex easily out climbs my O-200 powered KR. It isn't until we 
pitch over into cruise that I go smoking past him. Nice power plant. I wish it 
had better choices for a carb. He's been using the aerocarb, which has has 
caused him a few issues. I'm not a huge fan of the Bing carbs either. 
Apparently the newer model Jabarus have an improved cooling fin design that has 
helped significantly with the cylinder head temp problems that this model 
engine used to suffer from. 

 In my judgement, it is a good light weight powerplant and certainly a viable 
engine for the KR series.

 Jeff Scott A&P
 Los Alamos, NM

- Original Message -

 Hi All There has been some discussion about Jabiru engines. I am in the 
process of purchasing a Jabiru 3300 for my KR2s We feel we need the extra grunt 
of 120hp to get out of some of the tiny farm strips we have in the UK. Is there 
anyone flying a KR with one out there? Peter Drake Hereford UK

KR> Jabiru 3300

[samantha toner]

Peter have you to do anything specific to get 1100 mauw? My paperwork states 
950 thanks Mark
 
 
 
 
 
--- On Mon, 22/8/11, Peter Drake  wrote:


From: Peter Drake 
Subject: Re: KR> Jabiru 3300
To: "KRnet" 
List-Post: krnet@list.krnet.org
Date: Monday, 22 August, 2011, 17:03


Craig

Unfortunately the LAA are restricting me to 1100lbs MAUW so the Corvair will 
be too heavy.
Anyway getting the Corvair past the LAA would be like the proverbial 
camel

Peter

- Original Message - 
> Hi All
>
> There has been some discussion about Jabiru engines.


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KR> Jabiru 3300

[Peter Drake]

Craig

Unfortunately the LAA are restricting me to 1100lbs MAUW so the Corvair will 
be too heavy.
Anyway getting the Corvair past the LAA would be like the proverbial 
camel

Peter

- Original Message - 
From: "Craig Williams" 
To: "KRnet" 
Sent: Monday, August 22, 2011 4:01 PM
Subject: Re: KR> Jabiru 3300


Why not a 3.0 liter corvair it's 120Hp.  Even with shipping it's way cheaper 
than the Jabiru.

Craig
www.kr2seafury.com

--- On Mon, 8/22/11, Peter Drake  wrote:

> From: Peter Drake 
> Subject: KR> Jabiru 3300
> To: "KRnet" 
> Date: Monday, August 22, 2011, 2:22 PM
> Hi All
>
> There has been some discussion about Jabiru engines.


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KR> Jabiru 3300

[Craig Williams]

Why not a 3.0 liter corvair it's 120Hp.  Even with shipping it's way cheaper 
than the Jabiru.

Craig
www.kr2seafury.com

--- On Mon, 8/22/11, Peter Drake  wrote:

> From: Peter Drake 
> Subject: KR> Jabiru 3300
> To: "KRnet" 
> Date: Monday, August 22, 2011, 2:22 PM
> Hi All
> 
> There has been some discussion about Jabiru engines.
> 
> I am in the process of purchasing a Jabiru 3300 for my
> KR2s
> We feel we need the extra grunt of 120hp to get out of some
> of the tiny farm 
> strips we have in the UK.
> Is there anyone flying a KR with one out there?
> 
> Peter Drake
> Hereford UK
> 
> 
> 
> --
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> 

KR> Jabiru 3300

[Peter Drake]

Hi All

There has been some discussion about Jabiru engines.

I am in the process of purchasing a Jabiru 3300 for my KR2s
We feel we need the extra grunt of 120hp to get out of some of the tiny farm 
strips we have in the UK.
Is there anyone flying a KR with one out there?

Peter Drake
Hereford UK



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KR> Jabiru 3300 engine mount drawing wanted

[Dene Collett]

Hi Willie
Let me get in touch with the welder and I will get back to you shortly. 
Sorry for taking so long to get back to you only now but I only check my e 
mail every couple of days.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Willie van der Walt" 
To: "KRnet" 
Sent: Tuesday, February 09, 2010 6:55 AM
Subject: Re: KR> Jabiru 3300 engine mount drawing wanted


This is the reply I have been waiting for! Please give me a quote to
manufature, as close to the fire wall as possible. I'll move the battery
inside. The cg is foreward now with the 70 litre tank. Thanks Dene

Subject: Re: KR> Jabiru 3300 engine mount drawing wanted


 I have the KR firewall template and acccess to a jabiru case for
manufacturing the mount.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa


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KR> Jabiru 3300 engine mount drawing wanted

[Willie van der Walt]

This is the reply I have been waiting for! Please give me a quote to 
manufature, as close to the fire wall as possible. I'll move the battery 
inside. The cg is foreward now with the 70 litre tank. Thanks Dene

Subject: Re: KR> Jabiru 3300 engine mount drawing wanted


 I have the KR firewall template and acccess to a jabiru case for 
manufacturing the mount.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> Jabiru 3300 engine mount drawing wanted

[Dene Collett]

Willie,
If you ordered a motor from Len you should get a CD with it. On the CD is 
the manual for the motor and installation instructions. Amongst the 
information is the dimensions for the part of the mount that mates with the 
motor. Once you have those it should be a simple matter of calculating how 
long the mount should be, make up a dummy firewall and position the motor 
ahead of it at the correct distance. Make sure of the thrust line and start 
cutting up some 4130 tubing. If you do not have a competent welder available 
give me a call. I have a guy rated and approved  by SAA to weld just about 
anything (4130, ally, inkaloy, titanium, stainless, etc) that makes up my 
mounts. I have the KR firewall template and acccess to a jabiru case for 
manufacturing the mount.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Willie van der Walt" 
To: "KRnet" 
Sent: Thursday, February 04, 2010 9:08 PM
Subject: KR> Jabiru 3300 engine mount drawing wanted


I ordered a Jabiru 120Hp and urgently need a drawing to manufacture an
engine mounting for a standard KR2. Please help.
Regards
Willie


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KR> Jabiru 3300 engine mount drawing wanted

[Willie van der Walt]

I ordered a Jabiru 120Hp and urgently need a drawing to manufacture an 
engine mounting for a standard KR2. Please help.
Regards
Willie