TECHNICAL MANUAL
FOR
JABIRU AIRCRAFT MODELS:
J120 Variants
J160 Variants
J170 Variants
J200/J400 Variants
J230/J430 Variants
J250/J450 Variants
DOCUMENT No. JTM001-5
DATED: 29th October 2014
This Manual has been prepared as a guide to correctly maintain Jabiru Aircraft Models.
It is the owner's responsibility to regularly check the Jabiru web site at www.jabiru.net.au for
applicable Service Bulletins and have them implemented as soon as possible. Manuals are also
updated periodically with the latest revisions available from the web site. Failure to maintain the
engine or aircraft with current service information may render the aircraft un-airworthy and void
Jabiru’s Limited, Express Warranty.
This document is controlled while it remains on the Jabiru server. Once this no longer applies
the document becomes uncontrolled.
Should you have any questions or doubts about the contents of this manual, please contact
Jabiru Aircraft Pty Ltd.
Aircraft Technical Manual
Jabiru Aircraft Pty Ltd
JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
This document is controlled while it remains on the Jabiru server. Once this no longer applies the document becomes uncontrolled.
ISSUE
1 2 3 4 5 Dated: 29th October 2014
Issued By: AS
Page: 2 of 298
1.1 TABLE OF FIGURES......................................................................................................................................................... 6
1.2 LIST OF TABLES ............................................................................................................................................................ 11
2 SECTION 2 – GENERAL INFORMATION ......................................................................... 12
2.1 FOREWORD / APPLICABILITY ....................................................................................................................................... 12
2.2 LIST OF EFFECTIVE PAGES / ISSUE STATUS ............................................................................................................. 15
2.3 INTRODUCTION ............................................................................................................................................................. 15
2.4 READING THIS MANUAL ............................................................................................................................................... 15
2.5 DEGREE OF DIFFICULTY .............................................................................................................................................. 16
2.6 USE-BY DATES & STORAGE ......................................................................................................................................... 16
2.7 GENERAL DESCRIPTION .............................................................................................................................................. 16
2.8 OWNER MAINTENANCE ................................................................................................................................................ 17
2.9 AIRCRAFT SPECIFICATIONS ........................................................................................................................................ 17
2.10 CENTRE OF GRAVITY LIMITATIONS ............................................................................................................................ 17
2.11 STANDARD PRACTICES ................................................................................................................................................ 17
2.12 AIRCRAFT STRUCTURE ................................................................................................................................................ 18
2.13 ENGINES ........................................................................................................................................................................ 18
2.14 EQUIPMENT LIST ........................................................................................................................................................... 19
2.15 SOURCE OF PURCHASE PARTS .................................................................................................................................. 20
2.16 LIST OF DISPOSABLE REPLACEMENT PARTS ............................................................................................................ 20
2.17 AIRCRAFT SPECIFICATIONS ........................................................................................................................................ 21
2.18 TORQUE VALUES (IN FIBREGLASS) ............................................................................................................................ 29
3 MAINTAINER REQUIREMENTS ....................................................................................... 30
3.1 FACILITIES ..................................................................................................................................................................... 30
3.2 TRAINING ....................................................................................................................................................................... 30
3.3 RATING ........................................................................................................................................................................... 30
3.4 EXPERIENCE ................................................................................................................................................................. 30
3.5 TOOL & GAUGE CONTROL ........................................................................................................................................... 30
3.6 TOOLS: ........................................................................................................................................................................... 30
3.7 EQUIPMENT: .................................................................................................................................................................. 31
3.8 GENERAL: ...................................................................................................................................................................... 31
3.9 SPECIAL TOOLS & COMPOUNDS ................................................................................................................................ . 32
4 CLEANING, GROUND HANDLING & STORAGE ............................................................. 36
4.1 CLEANING ...................................................................................................................................................................... 36
4.2 GROUND HANDLING ..................................................................................................................................................... 37
4.3 STORAGE ....................................................................................................................................................................... 39
5 INSPECTION & SERVICING ............................................................................................. 42
5.1 SERVICE INTERVAL TOLERANCE ................................................................................................................................ 42
5.2 BASIC INSPECTION PROCEDURE ................................................................................................................................ 42
5.3 MANDATORY INSPECTIONS & LIFED ITEMS ............................................................................................................... 42
5.4 INSPECTION CHART...................................................................................................................................................... 44
5.5 SERVICING ..................................................................................................................................................................... 48
5.6 GENERAL INSPECTION GUIDELINES ........................................................................................................................... 48
5.7 ENGINE PRE-INSPECTION RUN-UP: ............................................................................................................................ 49
5.8 PROPELLER 100-HOURLY ............................................................................................................................................ 49
5.9 ENGINE COMPARTMENT 100-HOURLY........................................................................................................................ 49
5.10 FUEL SYSTEM 100-HOURLY ......................................................................................................................................... 51
5.11 LANDING GEAR 100-HOURLY ....................................................................................................................................... 52
5.12 AIRFRAME 100-HOURLY ............................................................................................................................................... 53
5.13 CONTROL SYSTEMS 100-HOURLY............................................................................................................................... 54
5.14 LUBRICATION ................................................................................................................................................................ 54
5.15 SPECIAL INSPECTIONS – PROPELLER........................................................................................................................ 54
5.16 SPECIAL INSPECTIONS – WEIGHING .......................................................................................................................... 55
5.17 SPECIAL INSPECTIONS – CONTROL CABLES ............................................................................................................. 57
5.18 SPECIAL INSPECTIONS – CONTROL SURFACES ....................................................................................................... 58
5.19 SPECIAL INSPECTIONS – MAIN WHEEL ALIGNMENT ................................................................................................. 63
5.20 SPECIAL INSPECTIONS – FUEL GAUGE DECAL SETUP ............................................................................................. 66
Aircraft Technical Manual
Jabiru Aircraft Pty Ltd
JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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5.21 SPECIAL INSPECTIONS – FUEL SENDER CALIBRATION ............................................................................................ 68
5.22 SPECIAL INSPECTIONS – WING & STRUT BUSH SERVICE ........................................................................................ 71
6 STRUCTURES .................................................................................................................. 76
6A FUSELAGE ...................................................................................................................... 77
6.1 FUSELAGE ..................................................................................................................................................................... 77
6.2 WINDSHIELD AND WINDOWS ....................................................................................................................................... 77
6.3 SHOCKWATCH INDICATOR .......................................................................................................................................... 78
6.4 J160-TYPE CABIN DOORS ............................................................................................................................................. 80
6.5 J160-TYPE CABIN DOOR LATCHES .............................................................................................................................. 80
6.6 J200 TYPE CABIN DOORS ............................................................................................................................................. 84
6.7 J200-TYPE CABIN DOOR LATCHES .............................................................................................................................. 85
6.8 SEATS............................................................................................................................................................................. 87
6.9 UPHOLSTERY ................................................................................................................................................................ 88
6.10 SOUNDPROOFING ......................................................................................................................................................... 88
6.11 SAFETY PROVISIONS .................................................................................................................................................... 88
6B WINGS & EMPENNAGE ................................................................................................ ...... 89
6.12 GENERAL ....................................................................................................................................................................... 89
6.13 J120 WINGS .................................................................................................................................................................... 89
6.14 J160 WINGS .................................................................................................................................................................... 91
6.15 J170 WINGS .................................................................................................................................................................... 95
6.16 J200 WINGS .................................................................................................................................................................... 98
6.17 J230 WINGS .................................................................................................................................................................... 98
6.18 J250 / J450 WINGS ........................................................................................................................................................100
6.19 WING STRUTS ..............................................................................................................................................................102
6.20 LANDING LIGHT(S) .......................................................................................................................................................103
6.21 LANDING LIGHT ADJUSTMENT (NIGHT-VFR MODELS) .............................................................................................103
6.22 DYNON PITOT ............................................................................................................................................................... 106
6.23 WING INSPECTION WINDOW .......................................................................................................................................107
6.24 FIN .................................................................................................................................................................................108
6.25 HORIZONTAL STABILISER ................................................................................................................................ ...........108
6C LANDING GEAR & BRAKES ............................................................................................. 109
6.26 GENERAL DESCRIPTION .............................................................................................................................................109
6.27 MAIN UNDERCARRIAGE REMOVAL (JACKING) ..........................................................................................................109
6.28 MAIN WHEEL FAIRING (SPATS) ...................................................................................................................................110
6.29 MAIN GEAR TOP FAIRING (SPEED FAIRING)..............................................................................................................111
6.30 MAIN WHEELS ..............................................................................................................................................................112
6.31 MAIN WHEEL STUB AXLE.............................................................................................................................................115
6.32 WHEEL BALANCING .....................................................................................................................................................116
6.33 MAIN GEAR LEG ...........................................................................................................................................................116
6.34 TROUBLE SHOOTING – MAIN UNDERCARRIAGE ......................................................................................................118
6.35 NOSE WHEEL SPEED FAIRING (SPAT) .......................................................................................................................119
6.36 NOSE WHEEL ................................................................................................................................................................120
6.37 NOSE WHEEL STEERING / CENTRING SYSTEM ........................................................................................................122
6.38 NOSE UNDERCARRIAGE LEG .....................................................................................................................................124
6.39 TROUBLE SHOOTING – NOSE LEG .............................................................................................................................127
6.40 NOSE WHEEL BALANCING ..........................................................................................................................................127
6.41 NOSE LEG HOUSING ....................................................................................................................................................129
6.42 BRAKE MASTER CYLINDER ................................................................ .........................................................................132
6.43 HYDRAULIC BRAKE LINES ...........................................................................................................................................134
6.44 WHEEL BRAKES ...........................................................................................................................................................134
6.45 PARKING BRAKE ..........................................................................................................................................................136
6.46 BRAKE PAD LINING INSTALLATION (SOLID RIVET RETAINED PADS ONLY) ...........................................................136
6.47 BRAKE SYSTEM BLEEDING .........................................................................................................................................137
6.48 BRAKE PAD ADJUSTMENT ..........................................................................................................................................137
6.49 BRAKE DISC WEAR LIMIT ............................................................................................................................................138
6.50 TROUBLE SHOOTING - BRAKES .................................................................................................................................138
Aircraft Technical Manual
Jabiru Aircraft Pty Ltd
JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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ISSUE
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Issued By: AS
Page: 4 of 298
6D AILERON CONTROL SYSTEM .......................................................................................... 141
6.51 AILERON CONTROL SYSTEM ......................................................................................................................................141
6.52 CONTROL COLUMN ......................................................................................................................................................143
6.53 CONTROL CABLES .......................................................................................................................................................146
6.54 AILERONS .....................................................................................................................................................................150
6.55 AILERON RIGGING .......................................................................................................................................................151
6E WING FLAP CONTROL SYSTEM ...................................................................................... 154
6.56 WING FLAP CONTROL SYSTEM ................................................................................................................................ ..154
6.57 MANUAL FLAP LEVER ASSEMBLY ..............................................................................................................................156
6.58 ELECTRIC FLAP DRIVE ASSEMBLY ............................................................................................................................157
6.59 FLAP CROSS SHAFT ASSEMBLY ................................................................................................................................163
6.60 FLAP POSITION INDICATOR ........................................................................................................................................166
6.61 EXTERNAL FLAP PUSH ROD .......................................................................................................................................169
6.62 FLAP ..............................................................................................................................................................................169
6.63 FLAP RIGGING (AS PER TEMPLATE) ..........................................................................................................................170
6F ELEVATOR CONTROL SYSTEM ....................................................................................... 171
6.64 ELEVATOR CONTROL SYSTEM ...................................................................................................................................171
6.65 CONTROL COLUMN ......................................................................................................................................................173
6.66 ELEVATOR ....................................................................................................................................................................173
6.67 ELEVATOR CONTROL CABLES ...................................................................................................................................176
6.68 RIGGING ........................................................................................................................................................................176
6.69 ELEVATOR TRIM – CONTROL LEVER ASSY ...............................................................................................................178
6.70 ELEVATOR TRIM – AFT ASSEMBLY ............................................................................................................................180
6.71 TRIM CONTROL CABLES..............................................................................................................................................182
6G RUDDER CONTROL SYSTEM .......................................................................................... 184
6.72 RUDDER PEDAL SYSTEM ............................................................................................................................................184
6.73 RUDDER CENTRING SYSTEM .....................................................................................................................................187
6.74 RUDDER ................................................................................................ ........................................................................191
6.75 RUDDER CONTROL CABLE .........................................................................................................................................193
6.76 RUDDER BALANCE .......................................................................................................................................................193
6.77 RIGGING ........................................................................................................................................................................194
7 ENGINE & ENGINE INSTALLATION .............................................................................. 195
7.1 ENGINE COWLS ................................ ............................................................................................................................ 195
7.2 ENGINE ..........................................................................................................................................................................198
7.3 FLEXIBLE HOSES .........................................................................................................................................................199
7.4 COOLING AIR BAFFLES ...............................................................................................................................................200
7.5 ENGINE MOUNT ................................ ............................................................................................................................ 202
7.6 ENGINE FUEL SYSTEM ................................................................................................................................................203
7.7 ENGINE THROTTLE CONTROL ....................................................................................................................................204
7.8 CHOKE CABLE ................................................................................................ ..............................................................207
7.9 AIR INTAKE SYSTEM & CARBURETTOR HEAT ...........................................................................................................208
7.10 EXHAUST SYSTEM .......................................................................................................................................................210
7.11 CABIN HEATER SYSTEM ..............................................................................................................................................213
7.12 EXTREME CLIMATIC CONDITIONS ..............................................................................................................................215
8 FUEL SYSTEM ................................................................................................................ 219
8.1 DESCRIPTION ............................................................................................................................................................... 219
8.2 FUEL LINES ...................................................................................................................................................................223
8.3 FUEL TANKS .................................................................................................................................................................225
8.4 FUEL VENTS .................................................................................................................................................................228
8.5 FUEL SHUT-OFF VALVE ...............................................................................................................................................229
8.6 FUEL GAUGES ................................................................................................ ..............................................................231
8.7 FUEL FILTERS ...............................................................................................................................................................234
8.8 FUEL PUMPS .................................................................................................................................................................234
9 PROPELLER SERVICE MANUAL .................................................................................. 236
9.1 CERTIFIED PROPELLER MODELS ...............................................................................................................................236
9.2 APPROVED INSTALLATIONS .......................................................................................................................................236
Aircraft Technical Manual
Jabiru Aircraft Pty Ltd
JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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9.3 IDENTIFICATION STAMPINGS......................................................................................................................................237
9.4 DESCRIPTION ............................................................................................................................................................... 238
9.5 INSTALLATION ................................................................................................ ..............................................................238
9.6 TO REMOVE EXISTING PROPELLER ...........................................................................................................................241
9.7 TO ASSEMBLE AND REPLACE PROPELLER ASSEMBLY ...........................................................................................241
9.8 SERVICING AND REPAIRS ...........................................................................................................................................241
9.9 PROPELLER BALANCING PROCEDURE .....................................................................................................................242
10 UTILITY SYSTEMS ......................................................................................................... 242
11 INSTRUMENTS & INSTRUMENT SYSTEMS .................................................................. 243
11.1 GENERAL ......................................................................................................................................................................243
11.2 INSTRUMENT PANEL ....................................................................................................................................................243
11.3 INSTRUMENT PANEL MOUNT ......................................................................................................................................246
11.4 INSTRUMENTS ..............................................................................................................................................................247
11.5 PITOT & STATIC SYSTEMS ..........................................................................................................................................247
11.6 ALTERNATE STATIC SOURCE .....................................................................................................................................256
11.7 ANALOGUE TACHOMETER ..........................................................................................................................................257
11.8 ANALOGUE ENGINE GAUGES .....................................................................................................................................260
11.9 DIGITAL DISPLAYS .......................................................................................................................................................261
11.10 MAGNETIC COMPASS ..................................................................................................................................................262
11.11 GYRO INSTRUMENT PACKAGE (OPTION) ..................................................................................................................262
12 ELECTRICAL SYSTEMS ................................................................................................ 263
12.1 ELECTRICAL POWER SUPPLY SYSTEM ..................................................................................................................... 263
12.2 MINOR ELECTRICAL EQUIPMENT ...............................................................................................................................266
12.3 BATTERY SYSTEM .......................................................................................................................................................267
12.4 ELECTRICAL LOAD ANALYSIS (ELA) ...........................................................................................................................268
12.5 RADIO INSTALLATION ..................................................................................................................................................268
12.6 TRANSPONDER ............................................................................................................................................................270
14 STRUCTURAL REPAIR .................................................................................................. 272
15 PAINTING & FINISHING ................................................................................................. 273
15.1 EXTERIOR .....................................................................................................................................................................273
16 PLACARDS ..................................................................................................................... 275
16.1 MODEL-SPECIFIC DECALS ..........................................................................................................................................275
16.2 PLACARDS GENERAL ..................................................................................................................................................277
17 FAIRINGS ........................................................................................................................ 282
17.1 DESCRIPTION ............................................................................................................................................................... 282
18 REVISIONS ..................................................................................................................... 283
19 FEEDBACK AND REPORTING ...................................................................................... 284
21 APPENDIX A – WORKSHEETS ...................................................................................... 286
22 APPENDIX B – AIRWORTHINESS LIMITATIONS .......................................................... 296
GENERAL 297
22.1 INTERIOR FLAME RETARDANT MAINTENANCE LIMITATIONS ..................................................................................297
22.2 COMPOSITE INSPECTION & MAINTENANCE ..............................................................................................................297
22.3 ENGINE AIRWORTHINESS LIMITATIONS ....................................................................................................................297
22.4 CONTROL SURFACE BALANCING ...............................................................................................................................297
22.5 MANDATORY INSPECTIONS AND REPLACEMENTS ..................................................................................................298
Aircraft Technical Manual
Jabiru Aircraft Pty Ltd
JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
This document is controlled while it remains on the Jabiru server. Once this no longer applies the document becomes uncontrolled.
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1.1 Table Of Figures
Figure 1 – J120-C General Arrangement ................................................................................................................... 22
Figure 2 – J160 General Arrangement ....................................................................................................................... 23
Figure 3 – J170-C & Variants General Arrangement.................................................................................................. 24
Figure 4 – J170-D General Arrangement ................................................................................................................... 25
Figure 5 – J200 / J400 General Arrangement ............................................................................................................ 26
Figure 6 – J230 / J430 General Arrangement ............................................................................................................ 27
Figure 7 – J250 / J450 General Arrangement ............................................................................................................ 28
Figure 8 – Sealants, Compounds & Lubricants #3 ..................................................................................................... 32
Figure 9 – Optical Tachometer ................................................................................................................................... 33
Figure 10 – “Crowsfoot” Adaptor ................................................................................................................................ 33
Figure 11 – Safety Wire / Wire Pliers ......................................................................................................................... 33
Figure 12 – Torque Wrench & Crowsfoot Adaptor Setting 1 ...................................................................................... 33
Figure 13 – Torque Wrench & Crowsfoot Adaptor Setting 2 ...................................................................................... 34
Figure 14 – Using A Crowsfoot Adaptor ..................................................................................................................... 34
Figure 15 – Undercarriage .......................................................................................................................................... 43
Figure 16 – Weighing Diagram. .................................................................................................................................. 56
Figure 17 – Normal and Jammed Control Illustration ................................................................................................. 59
Figure 18 – Rudder Gap Cross Section ..................................................................................................................... 60
Figure 19 – Aileron Clearance .................................................................................................................................... 60
Figure 20 – Test Load Application .............................................................................................................................. 61
Figure 21 – Elevator Gap Cross Section .................................................................................................................... 61
Figure 22 – Scratches on Rudder ............................................................................................................................... 62
Figure 23 – Wheel Alignment Set Up ......................................................................................................................... 63
Figure 24 – Alignment Straight Edge In Position ........................................................................................................ 64
Figure 25 – Alignment Measurements ........................................................................................................................ 64
Figure 26 – Camber / Toe-In Adjustment ................................................................................................................... 65
Figure 27 – Max Empty (Left) and Acceptable Empty (Right) Indications .................................................................. 67
Figure 28 - Fuel Gauge Calibration Decal Parts ......................................................................................................... 67
Figure 29 – 20L Indication on Sender & Decal to Match ............................................................................................ 67
Figure 30 – EMS Fuel Calibration Screens ................................................................................................................ 68
Figure 31 – Fuel Line Clamps ..................................................................................................................................... 69
Figure 32 – EMS Calibration Screen #1 ..................................................................................................................... 70
Figure 33 – EMS Calibration Screens #2 and #3 ....................................................................................................... 70
Figure 34 – Wing Lug Versions .................................................................................................................................. 73
Figure 35 – Bond Details ............................................................................................................................................ 74
Figure 36 – ShockWatch Indicator.............................................................................................................................. 79
Figure 37 – J160-Type Door Hinge Assy ................................................................................................................... 81
Figure 38 – J160-Type Door Assembly ...................................................................................................................... 81
Figure 39 – J120-Type Door Assembly ...................................................................................................................... 82
Figure 40 – J200-Type Door Assembly (J160-Type) ................................................................................................. 82
Figure 41 – J160-Type Rear Door Assy ..................................................................................................................... 83
Figure 42 – J160-Type Door Latch Mechanism Assembly ......................................................................................... 83
Figure 43 – Top Door Catch Assy .............................................................................................................................. 84
Figure 44 – J200-Type Door Hinge Assy ................................................................................................................... 85
Figure 45 – J200-Type Front Door Assembly ............................................................................................................. 86
Figure 46 – J200-Type Rear Door Assy ..................................................................................................................... 86
Figure 47 – J200-Type Door Latch Mechanism Assembly ......................................................................................... 87
Aircraft Technical Manual
Jabiru Aircraft Pty Ltd
JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
This document is controlled while it remains on the Jabiru server. Once this no longer applies the document becomes uncontrolled.
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Figure 48 – J160 Wing Assembly Sheet 1 (Ser X) ..................................................................................................... 93
Figure 49 – J160 Wing Assembly Sheet 2 (Ser X) ..................................................................................................... 93
Figure 50 – J160 Wing Assembly Sheet 1 (Ser XIV) ................................................................................................. 94
Figure 51 – J160 Wing Assembly Sheet 2 (Ser XIV) ................................................................................................. 94
Figure 52 – J160 Wing Assembly Sheet 3 (Ser XIV) ................................................................................................. 95
Figure 53 – J170 Friese Aileron Installation ............................................................................................................... 96
Figure 54 – J170-UL Wing Assy Sheet 1 (Ser IX) ...................................................................................................... 97
Figure 55 – J170-UL Wing Assy Sheet 2 (Ser IX) ...................................................................................................... 97
Figure 56 – J230 Wing Assembly Sheet 1 (Ser 13) ................................................................................................... 99
Figure 57 – J230 Wing Assembly Sheet 2 (Ser 13) ................................................................................................... 99
Figure 58 – J230 Wing Assembly Sheet 3 (Ser 13) ................................................................................................. 100
Figure 59 – J250 Family Wing Assy (SP-I Type) ...................................................................................................... 101
Figure 60 – J250 Family Wing Assy (SP-III Type) .................................................................................................... 101
Figure 61 – Light Installed (Left) & Slotted Hole In Housing .................................................................................... 104
Figure 62 – Night-VFR Lighting Aim Diagram .......................................................................................................... 104
Figure 63 – Night-VFR Landing / Taxi Light Assy .................................................................................................... 105
Figure 64 – Day-VFR Light Assembly ...................................................................................................................... 105
Figure 65 – Dynon Pitot Installation .......................................................................................................................... 106
Figure 66 – Wing Inspection Panel ........................................................................................................................... 107
Figure 67 – Wheel Spat Installation .......................................................................................................................... 111
Figure 68 – Main Wheel to Leg Assy ........................................................................................................................ 114
Figure 69 – Main Wheel Assembly ........................................................................................................................... 114
Figure 70 – Directional Brake Disc Installation ......................................................................................................... 115
Figure 71 – Main Undercarriage (Type 1) ................................................................................................................ 118
Figure 72 – Main Undercarriage Assembly (Type 2) ................................................................................................ 119
Figure 73 – Nose Wheel Hub Assembly ................................................................................................................... 122
Figure 74 – Nose Leg Soft Link Assy (J160 Family) ................................................................................................ 123
Figure 75 – Nose Leg Soft Link Assy (J200 Family) ................................................................................................ 123
Figure 76 – Nose Leg Housing & Assembly ............................................................................................................. 127
Figure 77 – 4” Wheel Nose Leg Assy ....................................................................................................................... 128
Figure 78 – Nose Leg Assy ...................................................................................................................................... 128
Figure 79 – Nose Leg Assy – Long Trail (J160 Family) ........................................................................................... 129
Figure 80 – Fabricated Nose Wheel Yoke Assy ....................................................................................................... 129
Figure 81 – Machined Nose Leg Housing ................................................................................................................ 131
Figure 82 – Brake Master Cylinder & Lever Assy (Type 1) ...................................................................................... 133
Figure 83 – Brake Master Cylinder & Lever Assy (Type 2) ...................................................................................... 134
Figure 84 – Dual Calliper Brake Assy (Quick Change Pads) ................................................................................... 139
Figure 85 – Single Calliper Detail (Mk III brakes) ..................................................................................................... 139
Figure 86 – Single Calliper (Legacy Brake System) ................................................................................................. 140
Figure 87 – Aileron Controls – Type 1 ...................................................................................................................... 141
Figure 88 – Aileron System Schematic – Type 2. .................................................................................................... 142
Figure 89 – Aileron System Schematic – Type 3. .................................................................................................... 142
Figure 90 – Control Column Assy – Type 1 .............................................................................................................. 144
Figure 91 – Control Column Assy – Type 2 .............................................................................................................. 145
Figure 92 – Control Column Assy – Type 3 .............................................................................................................. 145
Figure 93 – Clamp Comparison (Primary Cable Clamp Upper on Right Picture) .................................................... 147
Figure 94 – Clamp Comparison & Installation (Rudder Cable) ................................................................................ 148
Figure 95 – Clamp Installations (Elevator & Aileron) ................................................................................................ 148
Aircraft Technical Manual
Jabiru Aircraft Pty Ltd
JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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Figure 96 – Trim Cable Clamp Installation ............................................................................................................... 148
Figure 97 – Cable & Clamp Comparison .................................................................................................................. 149
Figure 98 – Correct and Incorrect Clamp Installation ............................................................................................... 149
Figure 99 – Aileron Stops – Type 1 .......................................................................................................................... 152
Figure 100 – Aileron Stops – Type 2 ........................................................................................................................ 153
Figure 101 – Aileron Stops – Type 3 ........................................................................................................................ 153
Figure 102 – Manual Flap Control System ............................................................................................................... 154
Figure 103 – J200 Family Manual Flap System Sheet 1 .......................................................................................... 155
Figure 104 – J200 Family Manual Flap System Sheet 2 .......................................................................................... 155
Figure 105 – Linear Actuator Disassembled ............................................................................................................ 158
Figure 106 – Commutator Ring Close-Up ................................................................................................................ 158
Figure 107 – Flap Controls – Sheet 1 (Fibreglass Motor Mount) ............................................................................. 159
Figure 108 – Flap Controls – Sheet 1 (Aluminium Motor Mount) ............................................................................. 160
Figure 109 – Flap Controls – Sheet 2 ....................................................................................................................... 161
Figure 110 – Flap Controls – Sheet 3 (Fibreglass Motor Mount) ............................................................................. 161
Figure 111 – Flap Controls – Sheet 3 (Aluminium Motor Mount) ............................................................................. 162
Figure 112 – J200 Family Electric Flap System Sheet 1 .......................................................................................... 162
Figure 113 – J200 Family Electric Flap System Sheet 2 .......................................................................................... 163
Figure 114 – Flap Cross Tube Assy J160 Family ..................................................................................................... 164
Figure 115 – Flap Cross Tube Assembly J200 Family, Electric ............................................................................... 165
Figure 116 – Flap Position Indicator – Type 1 .......................................................................................................... 167
Figure 117 – Flap Position Indicator – Type 2 .......................................................................................................... 168
Figure 118 – Flap Position Indicator Drive Cable Assembly .................................................................................... 168
Figure 119 – Elevator Control System – Type 1, Sheet 1 ........................................................................................ 171
Figure 120 – Elevator Control System – Type 1, Sheet 2 ........................................................................................ 172
Figure 121 – Elevator Control Assy Type 2 .............................................................................................................. 172
Figure 122 – J160 Models – Horizontal Tail & Elevator Assembly ........................................................................... 174
Figure 123 – Wide-Span Models – Horizontal Tail & Elevator Assembly – Type 1 ................................................. 175
Figure 124 – Wide-Span Models – Horizontal Tail & Elevator Assembly Type 2 .................................................... 175
Figure 125 – Elevator Travel Limits .......................................................................................................................... 177
Figure 126 – Trim Lever Assy – Type 1 ................................................................................................................... 179
Figure 127 – Trim Lever Assy – Type 2 ................................................................................................................... 179
Figure 128 – Elevator Trim Handle Assy – Type 3 ................................................................................................... 180
Figure 129 – Trim Controls – At Tail ......................................................................................................................... 182
Figure 130 – Typical Rudder System Schematic ..................................................................................................... 184
Figure 131 – Rudder Pedal - Non-Adjustable ........................................................................................................... 186
Figure 132 – Adjustable Rudder Pedal Assy – Type 1 ............................................................................................. 187
Figure 133 – Adjustable Rudder Pedal Assy – Type 2 ............................................................................................. 187
Figure 134 – Steering/Rudder Centring Assy – Type 1 ............................................................................................ 188
Figure 135 – Steering/Rudder Centring Assy – Type 2 ............................................................................................ 189
Figure 136 – Steering/Rudder Centring Assy – Type 3 (Sheet 1) ............................................................................ 189
Figure 137 – Steering/Rudder Assy – Type 3 (Sheet 2) .......................................................................................... 190
Figure 138 – Steering/Rudder Centring Assy – Type 3 (Includes Soft Link) ............................................................ 190
Figure 139 – Typical Rudder Installation (Alloy Hinges) .......................................................................................... 192
Figure 140 – Typical Rudder Installation (Steel Hinges) .......................................................................................... 192
Figure 141 – Typical Upper Cowl Assy .................................................................................................................... 197
Figure 142 – Typical Lower Cowl Assy .................................................................................................................... 197
Figure 143 – Fuel Hose Assy – Engine Bay ............................................................................................................. 200
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Figure 144 – Air Duct Hard Point Reinforcement ..................................................................................................... 202
Figure 145 – Throttle Assy (Seat Mounted) .............................................................................................................. 205
Figure 146 – Throttle Assy (Panel Mounted) ............................................................................................................ 206
Figure 147 – Throttle Assy (Large Panel Mount)...................................................................................................... 206
Figure 148 – Control Cable End Fitting Installation .................................................................................................. 208
Figure 149 – Carburettor Heat Box .......................................................................................................................... 209
Figure 150 – Hot Air Duct Assy ................................................................................................................................ 210
Figure 151 – 2200 Exhaust System ......................................................................................................................... 212
Figure 152 – 3300 Exhaust System Type 1 ............................................................................................................. 212
Figure 153 – 3300 Exhaust System Type 2 ............................................................................................................. 213
Figure 154 – Cabin Heat Mixer Assembly ................................................................................................................ 214
Figure 155 – Cabin Heat Exchanger Assy ............................................................................................................... 215
Figure 156 – 2200 Engine Installation ...................................................................................................................... 216
Figure 157 – 2200 Engine Installation ...................................................................................................................... 216
Figure 158 – 2200 Engine Installation, Long Engine Mount ..................................................................................... 217
Figure 159 – J200 Family Engine Installation Type 1............................................................................................... 217
Figure 160 – J200 Family Engine Installation Type 2............................................................................................... 218
Figure 161 – In-Cabin Fuel System .......................................................................................................................... 220
Figure 162 – Fuel System Schematic – Type 1 ........................................................................................................ 220
Figure 163 – Fuel System Schematic – Type 2 ........................................................................................................ 221
Figure 164 – Fuel System Schematic – Type 3 ........................................................................................................ 221
Figure 165 – Fuel System Schematic – Type 4 ........................................................................................................ 222
Figure 166 – Schematic ............................................................................................................................................ 223
Figure 167 – Sample Fuel Line Details .................................................................................................................... 224
Figure 168 – Fuel Lines Showing Typical “U” Requiring Correction ........................................................................ 224
Figure 169 – Corrected Fuel Lines ........................................................................................................................... 225
Figure 170 – Header Tank Installation – Type 1 ...................................................................................................... 226
Figure 171 – Header Tank Installation – Type 2 (Sheet 1) ...................................................................................... 227
Figure 172 – Header Tank Installation – Type 2 (Sheet 2) ...................................................................................... 227
Figure 173 – Vented Fuel Cap Assy ......................................................................................................................... 229
Figure 174 – Single Line Fuel Tap ........................................................................................................................... 230
Figure 175 – Fuel Gauge – Electric Sender Installation ........................................................................................... 232
Figure 176 – Fuel Gauge – Electric Sender Assembly............................................................................................. 232
Figure 177 – Fuel Gauge – Sight Glass ................................................................................................................... 233
Figure 178 – Instrument Panel Layout Type 1 ......................................................................................................... 244
Figure 179 – Instrument Panel Layout Type 2 ......................................................................................................... 244
Figure 180 – Instrument Panel Layout Type 3 ......................................................................................................... 245
Figure 181 – Instrument Panel Layout Type 4 ......................................................................................................... 245
Figure 182 – Instrument Panel Mount Installation .................................................................................................... 246
Figure 183 – Pitot Assembly ..................................................................................................................................... 248
Figure 184 – Static Probe System Assembly ........................................................................................................... 249
Figure 185 – Pitot / Static Water Trap ...................................................................................................................... 250
Figure 186 – Pitot-Static System – Water Trap Locations ....................................................................................... 250
Figure 187 – Static System Test............................................................................................................................... 256
Figure 188 – Alternate Static Source Assy ............................................................................................................... 257
Figure 189 – Hall Effect Sensor Wiring (For Tach with Jabiru Logo on Face) ......................................................... 259
Figure 190 – Hall Effect Sensor Inst. (For Tach with Jabiru Logo on Face) ............................................................ 259
Figure 191 – Wiring Diagram Sheet 1. ..................................................................................................................... 264
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Figure 192 – Wiring Diagram Sheet 2. ..................................................................................................................... 265
Figure 193 – Night-VFR Lighting Sheet 1 ................................................................................................................. 265
Figure 194 – Night-VFR Lighting Sheet 2 ................................................................................................................. 266
Figure 195 – VHF Antenna Installation ..................................................................................................................... 269
Figure 196 – Second VHF Antenna Installation (J120 / J160 Families) ................................................................... 269
Figure 197 – Second VHF Antenna Installation (J230 Families) .............................................................................. 270
Figure 198 – Transponder Antenna Installation ....................................................................................................... 271
Figure 199 – Propeller Installation ............................................................................................................................ 239
Figure 200 - Typical Scimitar propeller installation ................................................................................................... 240
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1.2 List Of Tables
Table 2-1 - Typical J-series Equipment List ............................................................................................................... 19
Table 2-2 – J120-C Specifications .............................................................................................................................. 22
Table 2-3 – J160 Specifications.................................................................................................................................. 23
Table 2-4 – J170 Specifications.................................................................................................................................. 24
Table 2-5 – J200/J400 Specifications ......................................................................................................................... 26
Table 2-6 – J230/J430 Specifications ......................................................................................................................... 27
Table 2-7 – J250/J450 Specifications ......................................................................................................................... 28
Table 2-8 – Recommended Bolt Torque Values ........................................................................................................ 29
Table 5-1 – Inspection Chart ...................................................................................................................................... 44
Table 5-2 – Control Free Play Limits .......................................................................................................................... 57
Table 8-1 – Trouble Shooting – Main Undercarriage ............................................................................................... 118
Table 8-2 – Trouble shooting – Nose Leg. ............................................................................................................... 127
Table 8-3 – Trouble Shooting – Brakes .................................................................................................................... 138
Table 14-1 – Trouble Shooting – Fuel System ......................................................................................................... 222
Table 14-2 – Trouble Shooting – Fuel Gauge .......................................................................................................... 231
Table 15-1 – Trouble Shooting – Pitot-Static System .............................................................................................. 253
Table 15-2 – Trouble Shooting – Airspeed Indicator ................................................................................................ 254
Table 15-3 – Trouble Shooting – Altimeter ............................................................................................................... 254
Table 15-4 – Trouble Shooting – Vertical Speed Indicator ....................................................................................... 255
Table 15-5 – Trouble Shooting – Tachometer .......................................................................................................... 258
Table 15-6 – Trouble Shooting – Engine Gauges .................................................................................................... 260
Table 15-7 – Trouble Shooting – Digital Instruments Gauges ................................................................................. 261
Table 20-1 – Model-Specific Decals ......................................................................................................................... 275
Table 20-2 – General Decals .................................................................................................................................... 277
Table 25-1 – Approved Propeller Installations .......................................................................................................... 236
Table 25-2 – Approved Scimitar Propeller Installations (Factory built Models) ........................................................ 237
Table 25-3 – Approved Scimitar Propeller Installations (Kit built Models) ............................................................... 237
Table 27-1 – Control Surface Balancing Limits ........................................................................................................ 298
Table 27-2 – Mandatory Inspection Times ............................................................................................................... 298
Table 27-3 – Mandatory Replacement Times .......................................................................................................... 298
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Model
MTOW (kg)
Category
J120-C
500
LSA /
Experimental LSA
All other J120 variants
500
Experimental
J160-C
540
Primary
J160-D
540
LSA /
Experimental LSA
All other J160 variants
544
Experimental
J170-C
600
LSA /
Experimental LSA
J170-D
600
LSA /
Experimental LSA
All other J170 variants
544
Experimental
J200
544 – RA-Aus
700 – CASA
Experimental
J400
700 – CASA
Experimental
J230-C
600
LSA
J230-D
600
LSA
All other J230 variants
544 – RA-Aus
700 – CASA
Experimental /
Experimental LSA
J430 variants
700
Experimental
J250 variants
544 – RA-Aus
700 – CASA
Experimental
J450 variants
700
Experimental
2 Section 2 – General Information
2.1 Foreword / Applicability
This manual contains JABIRU recommended procedures and instructions for ground handling,
servicing and maintaining the following Jabiru aircraft models:
J120 - Kit-built J120 aircraft.
J120-C - Factory-Built Light Sport Aircraft
J160 - Kit-built J160 aircraft
J160-C - Factory-Built Primary Category Aircraft
J160-D - Factory-Built Light Sport Aircraft
J170 - Kit-built aircraft
J170-C - Factory-Built Light Sport Aircraft
J170-D - Factory-Built Light Sport Aircraft
J200/J400 - Kit-built aircraft
J230/J430 - Kit-built aircraft
J230-C - Factory-Built Light Sport Aircraft
J230-D - Factory-Built Light Sport Aircraft
J250/J450 - Kit-built aircraft
Some specialised variants are not shown. In these cases maintain the aircraft as detailed for the
nearest corresponding model shown herein unless customised data is available.
It is the owner’s responsibility to become fully aware of the particular maintenance requirements and
limitations applicable to the appropriate registration.
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IMPORTANT
All maintenance should be undertaken with careful regard for the procedures outlined in this
manual. A detailed record of maintenance undertaken should be recorded in the Aircraft Log
Books.
Factory-built models must be maintained by an Authorised Person (LAME for CASA-registered
aircraft, refer to Operations Manual for owner-maintenance levels allowed for RA-Aus-registered
aircraft).
Factory-built Light Sport Aircraft have a Special Certificate of Airworthiness which remains in
force provided:
- Only modifications and repairs approved by the manufacturer are incorporated on the
aircraft;
- The aircraft complies with all safety directions issued by the manufacturer;
- The aircraft has been maintained in accordance with the manufacturer’s requirements;
and
- The continuing airworthiness functions are performed by the manufacturer (or a person
appointed by CASA).
If the aircraft no longer complies with one or more of these conditions, the C of A becomes void.
Continued operation with an invalid C of A is a criminal offence. It is permissible, however, for
the registration holder of a non-compliant aircraft to apply for an Experimental Certificate.
For Experimental Category aircraft, builders remain able to conduct maintenance on aircraft for which
they are the registered builder. This area of regulations varies across different countries and operators
must ensure that they are complying with all local requirements.
In the interests of product development, we encourage owners to make suggestions related to design
improvements. However, the final decision on their adoption or otherwise rests with JABIRU AIRCRAFT
Pty Ltd.
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WARNING:
Jabiru Aircraft Pty Ltd has devoted significant resources and testing to develop the different
Jabiru aircraft models for recreational flying and flight training. Any other uses or applications
not approved by Jabiru Aircraft P/L may be extremely hazardous, leading to property damage, or
injury or death of persons on or in the vicinity of the vehicle. Jabiru Aircraft Pty Ltd does not
support the use of this aircraft in any applications which do not meet the requirements of the
appropriate Pilot Operating Handbook or Flight Manual. Any non-compliant operation may
render the aircraft un-airworthy and will void any warranty issued by Jabiru.
Jabiru Aircraft are designed to be maintained only in strict accordance with the appropriate
Technical Manual. Any variation of any kind, including alteration to any component at all,
whether replacement, relocation, modification or otherwise which is not strictly in accordance
with these manuals may lead to dramatic changes in the performance of the aircraft and may
cause unexpected engine stoppage, loss of control or have other detrimental effects on the
aircraft which may lead to injury or death. Jabiru Aircraft Pty Ltd does not support any
modifications to an aircraft, its parts, or components. Any such actions may render the aircraft
un-airworthy and will void any warranty issued by Jabiru.
Maintenance and modification cannot be supervised by the manufacturer. Maintenance requires
extreme cleanliness, exact parts, precise workmanship and proper consumables. It is your
responsibility to ensure absolute attention to detail no matter who may become involved in work
on this engine. Your safety, your life and your passenger’s lives rely on precise and accurate
following of instructions in this manual.
In exchange for the technical manual provided by Jabiru Aircraft Pty. Ltd. (“Jabiru”) I hereby
agree to waive, release, and hold Jabiru harmless from any injury, loss, damage, or mishap that I,
my spouse, heirs, or next of kin may suffer as a result of my use of any Jabiru product, except to
the extent due to gross negligence or willful misconduct by Jabiru. I understand that proper
skills and training are essential to minimize the unavoidable risks of property damage, serious
bodily injury and death that arise from the use of Jabiru products.
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1
Initial Issue
2
Add procedure for correcting free-play in wing & strut attachments.
3
As prescribed by ASTM 2483-12: Add maintainer requirements. Revise logbook worksheet format.
Add notes re Shockwatch indicator.
4
See Section 18
2.2 List Of Effective Pages / Issue Status
This manual is revised as a whole. All pages retain the revision status of the overall document.
Issue Notes:
2.3 Introduction
The information in this manual is based upon data available at the time of publication, and is
supplemented and kept current by Service Bulletins & Service Letters published by JABIRU
AIRCRAFT Pty Ltd. These are distributed directly to owners of factory-built aircraft in addition to
being posted on the JABIRU website or provided to your local distributor. New owners of pre-owned
aircraft should ensure that the transfer of their aircraft has been advised to JABIRU AIRCRAFT Pty
Ltd or your Jabiru representative so that our owner databases can be updated. Existing owners
should ensure that they update Jabiru with their new contact details when they move or details
change.
This Technical Manual has been developed to cover a range of different Jabiru Aircraft models.
Many components and systems are common between these models; for example the main
undercarriage legs are common between the J160, J170, J200/J400, J230/J430 and J250/J450
models and consequentially the procedures in this Manual apply equally to each of these aircraft.
Where there are differences between the models this manual supplies guidance for each variant.
Before working on an aircraft the technician must be fully conversant with the appropriate Aircraft
Technical Manual, Engine Maintenance Manual, Propeller Manual and any relevant Service
Bulletins, Service Letters or other manufacturer’s data. Current information is available from the
Jabiru Aircraft (Australia) web site – www.jabiru.net.au .
Maintenance must only be carried out by an approved person. Depending on the country and the
category of the aircraft this may be a Licensed Aircraft Maintenance Engineer, an RA-Aus Level 2 or
equivalent. The responsibility for determining what qualifications are necessary to carry out an
overhaul belongs to the person carrying out the work.
2.4 Reading This Manual
If you are reading this manual on a computer and want to be able to quickly zoom in and out: Hold
down the Ctrl key while rotating the wheel button on your mouse. In most programs this will instantly
zoom in or out.
To do the same thing on a modern laptop either plug in a wheel mouse as detailed above or use the
built-in track-pad. Put two fingers on the pad close together then move then apart diagonally. To
reverse, put two fingers on the pad at opposite diagonal points on the pad and bring them together
diagonally. This works on most modern PC-laptops.
This document has been created with hyperlinks between referenced items. So, when reading the
manual on a computer you can click on the page number of an item on the table of contents and the
computer will skip to that page. If a paragraph says “refer to Section 6.31” – then you can click on
the “6.31” and automatically skip to that page. Similarly, if Figures or Tables are referenced. On
some computers it may be necessary to hold the “Ctrl” key while clicking on the link.
To open a search window press “Ctrl-f”. Depending on the program, this will normally open a small
search window where you can enter keywords. For example, searching for the word “life” will allow
you to quickly find all reference to lifed maintenance items.
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The Spanner Scale
Translation
Simple, basic, straightforward. A careful layman, with guidance, can
achieve this.
Straightforward, but with some technical bits. Basic knowledge, care
and guidance needed.
Straightforward, but requires special tools, training and/or judgement.
Sound basic knowledge guidance and a careful approach are required.
A technical job. Take your time, double-check everything. Only for the
experienced maintainer.
A difficult job. Requires special tools, solid skills, good judgement.
Only for experts.
2.4.1 Model Applicability
This Airframe technical / Maintenance manual has been produced to cover all J series models (as shown
on the title page. This has been done to ensure that as new maintenance requirements are developed
and established a single manual can be updated rather than numerous separate documents thus
removing the risk of omission of a particular maintenance task from a particular manual.
To enable the maintainer to confidently determine which maintenance tasks are applicable to a particular
model, each task heading includes the model applicability in parentheses (). Figures and drawings will
also include the model applicability in the Figure note. In the case where a task, photograph or drawing
is applicable to all models the note will read ‘(all J-Series)‘. Some tasks and figures apply to all models
except one (this is particularly the case for the wing fuel system which does not apply to the J120) in this
case the label will be (all J-Series, n/a J120) which indicates it applies to all models except the J120.
If a heading of figure is undefined then by default it applied to all models.
2.5 Degree Of Difficulty
This manual is intended for use by experienced technicians and while all processes will be explained
as clearly as possible, some knowledge is assumed. This manual is not intended to be sufficient
reference for a person with no other training to safely maintain an aircraft.
In this manual we have used a “spanner scale” to help technicians approach a job. Anyone
considering undertaking a task in this manual must realistically assess themselves against this scale
and not attempt any task for which they lack knowledge or the required tools.
2.6 Use-By Dates & Storage
Some products called for by this manual – including thread locking compound, resins and glues –
have a use-by date. Care must be taken to ensure all such compounds are within their shelf life
before applying them to an aircraft.
Loctite products typically do not have their use-by date marked on the bottle. For these products it is
necessary to note the batch number on the bottle and contact the distributor for shelf-life information.
Similarly, for many products the shelf-life assumes a certain type of storage – i.e. sealed,
temperature controlled etc. Maintainers must ensure that such products are stored appropriately.
2.7 General Description
The JABIRU aircraft described in this manual are 2-seat, high-wing monoplane composite aircraft of
monocoque construction. They are equipped with fixed tricycle landing gear of composite
construction. The steerable nose gear is a welded metal, trailing link assembly with rubber springs.
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The aircraft are equipped with a JABIRU, 4 cylinder, 4 stroke engine of around 80hp or a JABIRU 6-
cylinder, 4-stroke engine of around 120hp. Both engines are optimised to drive a 2-bladed, wooden,
fixed pitch propeller.
2.8 Owner Maintenance
2.8.1 Factory-Built Models
All Jabiru Aircraft, including factory-built models, have been specifically designed as simple aircraft
which can be maintained by owners to a large degree. Jabiru Aircraft allows normal maintenance up
to 100-hourly servicing to be carried out by the owner wherever this is allowed by the aircraft’s
operating category. This servicing includes:
- Oil & oil filter changes
- Fuel filter changes
- Brake pad changes
- Tyre changes
- Spark plug changes
- Normal engine maintenance between 100-hourly maintenance. Refer to Engine Maintenance
Manual for details.
Every 100 hours or Annually (whichever happens first) a 100-hour inspection must be carried out by
an Authorised Person (such as a LAME. Refer to the RAAus Operations Manual for RAAus aircraft
Australia).
CAUTION
It is the operator’s responsibility to ensure that the factory-built aircraft is correctly maintained
for the intended use.
2.8.2 Kit-Built Models
Many models discussed in this manual can be registered under a variety of different categories
worldwide, at a variety of different weights and operating requirements. The owner must consult their
local airworthiness authority to determine what level of owner maintenance is allowed. As an
example, in Australia aircraft registered in the “Experimental” category may be maintained
exclusively by the owner/builder, or by authorised aircraft maintainers.
CAUTION
It is the operator’s responsibility to ensure that the kit-built aircraft is correctly maintained for the
intended use.
2.9 Aircraft Specifications
Leading particulars of the aircraft discussed in this manual are given in Section 2.14. If these
dimensions are used for constructing a hangar or computing clearances, remember that such factors
as tyre pressure, tyre size and load distribution may result in some dimensions that may be
somewhat different from those listed.
2.10 Centre Of Gravity Limitations
All JABIRU models are relatively light weight. The installation of equipment may significantly alter the
approved CG limits of the aircraft. Therefore, all proposed fixed installations must be approved by
JABIRU AIRCRAFT Pty Ltd or a person authorized to revise an aircraft’s weight and balance
information (such as the holder of a CASA Weight Control Authority)
2.11 Standard Practices
Do not over tighten bolts
Ensure a minimum of 1 full thread is clear of nuts.
Do not exceed 3 threads clear on nuts (use extra washers).
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Ensure nuts are not thread-bound (i.e. the thread on the nut has hit the end of the thread on the bolt.
All spherical bearings must be fitted with a large washer on the outside of the through-bolt to prevent
the bearing case and cable releasing in the event of a bearing failure. i.e. a ¼” washer must be fitted
to 3/16” bolts or a 5/16” washer to ¼” bolts.
AC43 or similar approved data gives guidance on accepted means for carrying out typical aircraft
maintenance tasks – such as safety-wiring etc.
WARNING
Thread bound nuts can carry far less load and are much more susceptible to failure.
WARNING
DO NOT REUSE SELF-LOCKING NUTS
2.12 Aircraft Structure
In all Jabiru Aircraft, due to the monocoque construction the majority of the structure is primary. The
components of the aircraft which are secondary structure can be identified by the fact that they are
designed as fairings and are generally removable. Examples of secondary structure are the engine
cowls, speed fairings, ventral fin and wheel spats.
2.13 Engines
The engines used in Jabiru Aircraft are not discussed within this manual. For details of installation,
maintenance and overhaul refer to the engine manuals appropriate to the engine model.
Up-to-date engine manuals are available from the Jabiru Aircraft website; www.jabiru.net.au.
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Aircraft
J120/J120-C/J160/J160D/J170/J170-C/J170-D
J200/J400/J230/J230C/J230-D/J430/J250/J450
J160-C
Engine
2200B (for factory built)
2200A (for all other)
3300A
3300L (Jab USA 230-D)
2200C
Propeller
Jabiru Wooden
Sensenich
Jabiru Scimitar
Jabiru Wooden
Sensenich
Jabiru Scimitar
Jabiru Wooden
Special Purpose
Toolkit
Compasses
Magnetic
Instruments
Altimeter
EFIS (Dynon D10A or D100 are typical)
EMS (Dynon D10 is typical)
EFIS/EMS (Dynon FlightDEK D180)
GPS (Garmin GPSmap296 or Aera 500 are typical)
Voltage meter
Pressure Gauges
Engine Oil Pressure (analogue, part of EMS display)
Engine Oil Temperature (analogue, part of EMS display)
Engine Manifold Pressure (part of EMS display)
Thermometers
Engine Cylinder Head Temperature (analogue, part of EMS display)
Engine Exhaust Gas Temperature (part of EMS display)
Outside Air Temp (part of EFIS display)
Indicators
Airspeed (analogue, part of EFIS display)
Tachometer (analogue, part of EMS display)
Engine hours (incorporated into Tacho or EMS)
Stall Warning
Trim indicator
Turn Coordinator (Electric, part of EFIS display)
Balance ball (analogue, part of EFIS display)
Vertical Speed (analogue, part of EFIS display)
Flap position
Lights
Anti Collision Strobe (fin and/or wingtip mounted)
Landing lights
Beacon
Interior
Radio
VHF Tx/Rx (1x or 2x microair M760 is typical)
XPNDR (microair T200SFL is typical)
Intercom (PM1000 is typical)
UHF Tx/Rx
Headsets
Fluid Quantity
Oil Lubricant – 2.3 litres
Oil Lubricant – 3.3 litres
Oil Lubricant – 2.3 litres
Other
Cabin Heater
Wheels Spats
Cargo Restraint
Three point personal harness
2.14 Equipment List
All possible combinations of equipment included in individual aircraft cannot be stated for reasons of
physical space. Table 2-1 provides a list of the typical equipment found in Jabiru J-series Aircraft.
Table 2-1 - Typical Equipment List
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Part
Manufacturer
Part #
Air Filter
Joywell Motor Corp
TPG10242N
Fuel Filter
Joywell Motor Corp
ZFF0002
Oil Filter
Joywell Motor Corp
TPG10162N
Spark Plug
NGK
D9EA
Distributor Cap
BOSCH
GB926
Battery
Odyssey
PC625
Tyres , Main
Trelleborg
TA03331
Tyres, Nose
Trelleborg
TA03331
Inner Tube, Main
Top Tyres
TA3500687
Inner Tube, Nose
Top Tyres
TA3500687
2.15 Source of Purchase Parts
All replacement parts can be sources from Jabiru Aircraft Pty Ltd (details listed below) or an approved
local agent
Jabiru Aircraft P/L
PO Box 5186
Bundaberg West,
QLD 4670
Phone: 07 4155 1778
Fax: 07 4155 2669
Email: info@jabiru.net.au
2.16 List of Disposable Replacement Parts (all J series)
2.17 OWNER/OPERATOR RESPONSIBILITES (LSA AIRCRAFT)
The following responsibilities are applicable to owner/operators of LSA’s. These Responsibilities
are prescribed in the ASTM standard F2295:
Each owner/operator of a LSA shall read and comply with the maintenance and continued
airworthiness information and instructions provided by the manufacturer.
Each owner/operator of a LSA shall be responsible for providing the manufacturer with current
contact information where the manufacturer may send the owner/operator supplemental
notification bulletins.
The owner/operator of a LSA shall be responsible for notifying the manufacturer of any safety of
flight issue or significant service difficulty upon discovery.
The owner/operator of a LSA shall be responsible for complying with all manufacturer issued
notices of corrective action and for complying with all applicable aviation authority regulations in
regard to maintaining the airworthiness of the LSA.
An owner of a LSA shall ensure that any needed corrective action be completed as specified in a
notice, or by the next scheduled annual inspection.
Should an owner/operator not comply with any mandatory service requirement, the LSA shall be
considered not in compliance with applicable ASTM standards and may be subject to regulatory
action by the presiding aviation authority.
Section provides forms which may be filled out and submitted for the purposes of fulfilling
Owner/Operator COSM (Continued Operating Safety Management) requirements.
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Item
Specification
Fuel Type
AVGAS 100LL or 100/130.
MOGAS with Octane Rating 95 RON (AKI 90) or above
Fuels blends containing up to 10% Ethanol may be used only
where the aircraft is equipped with appropriate fuel tank sealant
and fittings. Refer to Service Letter JSL007, the Pilot Operating
Handbook or Flight Manual for details.
CAUTION
CASA-certified models may not use fuel containing alcohol.
Operators who choose to use MOGAS do so at their own risk.
Operators who choose to use fuel containing alcohol do so at their
own risk.
REFER TO SERVICE LETTER JSL007 FOR DETAILS
Battery Location
In Engine Compartment
Propeller Type
Jabiru
2-bladed Wooden
2-bladed Scimitar (Composite)
Propeller Diameter
60” dia (1524mm)
Target Wheel Alignment
(at gross weight)
0° Camber, 0° Toe-in.
Engine Oil Type
Refer Engine Manuals
2.18 Aircraft Specifications
2.18.1 Universal Specifications (all J-Series)
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Model
J120-C
Other J120 Variants
Aircraft Maximum Weight
500kg
(1102lb)
500kg
(1102lb)
Fuel Capacity
65 litres
65 litres
Oil Capacity
2.3 litres
2.3 litres
Engine Model
Jabiru 2200B
Jabiru 2200A
Propeller Pitch
Jabiru 42” pitch (1067mm)
Sensenich 43” pitch (1092mm) or
Sensenich 46” pitch (1168mm)
Jabiru Scimitar 38” pitch (965mm)
Jabiru 42” pitch (1117mm)
Nose Wheel Size
260 x 4” rim
260 x 4” rim
Main Wheel Size
400 x 4” rim
400 x 4” rim
Tyres Standard
4” wide, 4 Ply
4” wide, 4 Ply
Tyre Pressures Standard - Mains
228 kPa (33 psi)
179 kPa (26 psi)
Tyre Pressures Standard - Nose
193 kPa (28 psi)
137 kPa (20 psi)
2.18.2 J120-C
Table 2-2 – J120-C Specifications
Figure 1 – J120-C General Arrangement
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Model
J160-C
J160-D
Other J160
Variants
Aircraft Maximum Weight
540kg
(1190lb)
540kg
(1190lb)
544kg
(1190lb)
Fuel Capacity
135 litres
135 litres
135 litres
Oil Capacity
2.3 litres
2.3 litres
2.3 litres
Engine Model
Jabiru 2200C
Jabiru 2200B
Jabiru 2200B
Jabiru 2200A
Propeller Pitch
Jabiru 42” pitch
(1067mm)
Jabiru 42” pitch (1067mm)
Sensenich 43” pitch (1092mm) or
Sensenich 46” pitch (1168mm)
Jabiru Scimitar 38” pitch (965mm)
Jabiru 44” pitch
(1117mm)
Wheel Sizes Standard
500 x 6” rim
500 x 6” rim
500 x 6” rim
Tyres Standard
6” wide, 6 Ply
6” wide, 6 Ply
6” wide, 6 Ply
Tyre Pressures Standard
- Mains
228 kPa (33 psi)
228 kPa (33 psi)
228 kPa (33 psi)
Tyre Pressures Standard
- Nose
193 kPa (28 psi)
193 kPa (28 psi)
193 kPa (28 psi)
Table 2-3 – J160 Specifications
Figure 2 – J160 General Arrangement
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Model
J170-C
J170-D
J170-UL
(Europe Kit)
Other J170
Variants
Aircraft Maximum Weight
600kg
(1320lb)
450kg
(992lb)
544kg
(1190lb)
Fuel Capacity
135 litres
75 litres
135 litres
Oil Capacity
2.3 litres
2.3 litres
2.3 litres
Engine Model
Jabiru 2200B
Jabiru 2200
Jabiru 2200
Propeller Pitch
Jabiru 42” pitch (1067mm) or
Sensenich 43” pitch (1092mm) or
Sensenich 46” pitch (1168mm)
Jabiru Scimitar 38” pitch (965mm)
Jabiru 42” pitch
(1067mm)
Jabiru 42” pitch
(1067mm)
Wheel Sizes Standard
500 x 6” rim
400 x 4” rim
500 x 6” rim
Tyres Standard
6” wide, 6 Ply
4” wide, 4 ply
6” wide, 6 Ply
Tyre Pressures Standard
- Mains
310 kPa (45 psi)
179 kPa (26 psi)
179 kPa (26 psi)
Tyre Pressures Standard
- Nose
207 kPa (30 psi)
137 kPa (20 psi)
137 kPa (20 psi)
Table 2-4 – J170 Specifications
Figure 3 – J170-C & Variants General Arrangement
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Figure 4 – J170-D General Arrangement
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Model
J200
J400
Number of Seats 2 4
Aircraft Maximum Weight
700kg
544kg (category limitation)
700kg
Fuel Capacity
135 litres
135 litres
Oil Capacity
3.5 litres
3.5 litres
Engine Model
Jabiru 3300A
Jabiru 3300A
Propeller Pitch
Jabiru 53” pitch (1346mm)
Jabiru Scimitar 52” pitch
(1321mm)
Jabiru 53” pitch (1346mm)
Jabiru Scimitar 52” pitch
(1321mm)
Wheel Sizes Standard
500 x 6” rim
500 x 6” rim
Tyres Standard
6” wide, 6 Ply
6” wide, 6 Ply
Tyre Pressures Standard - Mains
310 kPa (45 psi)
310 kPa (45 psi)
Tyre Pressures Standard - Nose
207 kPa (30 psi)
207 kPa (30 psi)
Table 2-5 – J200/J400 Specifications
Figure 5 – J200 / J400 General Arrangement
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Model
J230-C, J230-D
Other J230
Variants
J430
Number of Seats
2
2
4
Aircraft Maximum Weight
600kg
700kg
544kg (category
limitation)
700kg
Fuel Capacity
135 litres
135 litres
135 litres
Oil Capacity
3.5 litres
3.5 litres
3.5 litres
Engine Model
Jabiru 3300A
Jabiru 3300A
Jabiru 3300A
Propeller Pitch
Jabiru 53” pitch (1346mm) or
Jabiru 55” pitch (1397mm) or
Sensenich 53” pitch (1346mm) or
Sensenich 55” pitch (1397mm) or
Sensenich 56” pitch (1422mm)
Jabiru Scimitar 52” pitch
(1321mm)
Jabiru 53” pitch
(1346mm) or
Jabiru 55” pitch
(1397mm)
Jabiru 53” pitch
(1346mm) or
Jabiru 55” pitch
(1397mm)
Wheel Sizes Standard
500 x 6” rim
500 x 6” rim
500 x 6” rim
Tyres Standard
6” wide, 6 Ply
6” wide, 6 Ply
6” wide, 6 Ply
Tyre Pressures Standard
- Mains
310 kPa (45 psi)
310 kPa (45 psi)
310 kPa (45 psi)
Tyre Pressures Standard
- Nose
207 kPa (30 psi)
207 kPa (30 psi)
207 kPa (30 psi)
Table 2-6 – J230/J430 Specifications
Figure 6 – J230 / J430 General Arrangement
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Model
J250
J450
Number of Seats 2 4
Aircraft Maximum Weight
700kg
544kg (category limitation)
700kg
Fuel Capacity
135 litres
135 litres
Oil Capacity
3.5 litres
3.5 litres
Engine Model
Jabiru 3300A
Jabiru 3300A
Propeller Pitch
Jabiru 53” pitch (1346mm)
Jabiru Scimitar 52” pitch
(1321mm)
Jabiru 53” pitch (1346mm)
Jabiru Scimitar 52” pitch
(1321mm)
Wheel Sizes Standard
500 x 6” rim
500 x 6” rim
Tyres Standard
6” wide, 6 Ply
6” wide, 6 Ply
Tyre Pressures Standard - Mains
310 kPa (45 psi)
310 kPa (45 psi)
Tyre Pressures Standard - Nose
207 kPa (30 psi)
207 kPa (30 psi)
Table 2-7 – J250/J450 Specifications
Figure 7 – J250 / J450 General Arrangement
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Bolt Size
Torque (Inch.lb)
(Core-mat or thin laminate)
Torque (Inch.lb)
(Thick, glass-only laminate)
AN3
20 - 25 (1.7 – 2.1lb.ft)
Up to 4 lb.ft
AN4
50 - 70 (4.2 – 5.8lb.ft)
Up to 8 lb.ft
AN5
100 –140 (8.3 – 11.7lb.ft)
Up to 18 lb.ft
AN6
N/A
Up to 24 lb.ft
AN4 Propeller
72 (6lb.ft)
N/A
2.19 Torque Values (In Fibreglass)
Unless noted otherwise, all bolt torque settings detailed within this manual are for clean, dry threads.
When checking fastener torque, use the following procedure:
- Ensure the fastener to be checked is clean and dry before proceeding.
- Where a reversible wrench is being used, set the torque to a value slightly below the target
torque and LOOSEN the fastener slightly (approx 1/3 or a turn). The wrench should “click” –
indicating that the fastener had maintained its set torque. If the fastener torque has reduced
significantly it may be an indication of damage or degradation to the assembly and should be
investigated.
- The fastener is first loosened slightly to ensure that it is free to move on its threads. If this step is
not carried out it is possible for the fastener to corrode in place. If that happens, the friction of the
corrosion will seize the fastener, ensuring that it appears to “pass” torque checks but in fact has
lost tension and is no longer holding the assembly correctly.
- Tighten the fastener smoothly to the set torque. Any jerks or bumps when tightening can cause
the reading to be obtained prematurely.
- The torque must be obtained while the nut is turning. If you stop to reposition the torque wrench
and then the required torque reading is obtained without the nut turning, the nut needs to be
loosened a little and then tightened again so the torque reading is obtained while turning.
Table 2-8 – Recommended Bolt Torque Values (all J-series)
These values relate only to steel nuts on oil-free cadmium plated threads.
For Engine Bolt Torque Values see Engine Maintenance Manual.
The above values are recommended for all installation procedures contained in this Manual, except
where other values are stipulated.
The above values are not to be used for checking tightness of installed parts during service.
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3 Maintainer Requirements (all J-Series)
The following are recommended as the minimum requirements for someone carrying out
maintenance & inspection on Jabiru Aircraft:
3.1 Facilities
An enclosed workspace with sealed floor, adequate lighting, compressed air & mains electricity.
3.2 Training
For engines: completion of an approved instruction course specific to Jabiru Engines. Approved
courses include those offered by Jabiru Aircraft Australia or by local Jabiru Aircraft representatives.
Airframe: completion of an approved instruction course specific to Jabiru Aircraft. Approved courses
include those offered by Jabiru Aircraft Australia or by local Jabiru Aircraft representatives.
3.3 Rating
Commercial maintainers must hold suitable ratings as required by their local Airworthiness Authority.
3.4 Experience
A minimum of 2 years experience working on aircraft under supervision is recommended for
commercial maintainers before working un-supervised.
3.5 Tool & Gauge Control
Tool & gauge control is an important part of aviation maintenance systems. Tools & gauges must be
accurate enough for the intended use (i.e. a 12” steel ruler is not the appropriate tool to use to
measure the cylinder bore diameter) & be accurately calibrated by an approved laboratory.
Calibrations must be kept up to date. This means a check calibration every year or more frequently
for regularly used, critical tooling.
Even quality equipment will wear over time so items like reams and go / no-go gauges must
periodically be checked to ensure they remain within limits.
3.6 Tools:
Access to the following tools will be required. All tools must be good quality items:
Imperial Allen keys
Circlip pliers
Pliers: long nose, regular square jaw, side cutters
Ring/open end spanners: 5/16”, 3/8”, 7/16”, 1/2”, 9/16”, 10mm, 17mm
Ratchet 3/8” drive, breaker bar, 2” extension bar, 3/8”, 7/16”, 1/2” sockets, 7/16” tube socket, 18mm
spark plug socket
Screwdrivers: flat blade and Phillips head in various sizes
Feeler gauges: metric and imperial sizes
Punch set
Torque wrench: 3/8” drive, “name” brand (Snap-On, Warren & Brown etc), recently calibrated. The
wrench must have a suitable scale for use on the fasteners typically found on Jabiru Aircraft – for
example a wrench with a scale from 20 – 100 lb.ft is unsuitable.
Adjustable reams
Picks / probes
Good quality wire strippers. Terminal crimp pliers, terminals, heat shrink etc.
Safety wire pliers & 0.032” stainless steel safety wire.
Inspection mirror / Boroscope
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3.7 Equipment:
Access to the following equipment will be required:
Bench vice with padded jaws
Calipers: must read up to 180mm
Degreasing/cleaning system with solvent/solution containment/recycling
Hand press
Heat gun or small butane/propane torch with a soft pencil flame
Multimeter or an ohmmeter
Imperial thread taps: UNF and UNC
Adjustable wing stands
Saw-horses
Fuel-proof container with accurate volume markings
Soldering iron
Cable ties
An accurate tyre pressure gauge
Accurate scales and spirit level if the aircraft is to be weighed.
3.8 General:
Brass drifts, punches, rags, soft mallet, hammers
Greases: molybdenum disulphide, general purpose
TorqueSeal brand security marking lacquer or similar, such as coloured nail varnish
5-Minute epoxy resin, Jabiru epoxy resin, cotton fibre flock, Q-cells (micro-balloons), containers,
scales, mixers etc.
Scratch-removing compounds such as Novus Plastic Polish for windows.
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3.9 Special Tools & Compounds
Figure 8 – Sealants, Compounds & Lubricants #3
Loctite 620 is designed for the bonding of cylindrical fitting parts. Typical applications include
locating pins in radiator assemblies, sleeves into pump housings and bearings in auto transmissions.
Particularly suitable for applications where temperature resistance up to 200°C is required. Used as
a ultra-strong threadlock. Loctite 620 is specified in several places in the Jabiru Aircraft where a
reliable bond is essential. When using it, follow the rules below:
WARNING
Failure to use Loctite 620 correctly can result in bond failure.
- Check use-by dates. Loctite 620 (like most other compounds) has a use-by date. Generally
this is not printed on the bottle but can be found by contacting the distributor and telling them the
batch number.
- Work fast. Loctite 620 can cure very quickly. All screws must be torqued to final settings as
quickly as practical. Anything more than a minute is not recommended, particularly if cure
accelerator spray (Loctite 7471) is used.
- Only use as much as required/specified. Excess compound can make it nearly impossible to
disassemble the parts later.
- Surface preparation is critical. Threads must be cleaned and prepared properly.
- To Remove. Can normally be achieved by heating the screw to over 150°C using a pencil-point
gas burner. Minimise direct heat applied to the head of the screw as this can weaken the drive
socket – direct heat towards the thread as must as possible.
Loctite 290 is designed for the locking and sealing of threaded fasteners. Because of its low viscosity
and capillary action, the product wicks between engaged threads and eliminates the need to
disassemble prior to application. The product cures when confined in the absence of air between
close fitting metal surfaces and prevents loosening and leakage from shock and vibration. The
product can also fill porosity in welds, castings and powdered metal parts.
Loctite 262 is designed for the permanent locking and sealing of threaded fasteners. Typical
applications include the locking and sealing of large bolts and studs (up to M25 ). A medium strength
threadlock.
Loctite 243 is designed for the locking and sealing of threaded fasteners which require normal
disassembly with standard hand tools. Particularly suitable for applications on less active substrates
such as stainless steel and plated surfaces, where disassembly with hand tools is required for
servicing. A medium-strong threadlock. Typically used for cap screws into castings or Aluminium.
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An accurate optical tachometer. Reads directly from reflective
strips fitted to the propeller and is used whenever an accurate
check of RPM is required. Will usually read propeller RPM in
sunlight without reflective strips. Used to confirm accuracy of
RPM readings of standard instruments.
Commercially available tool designed for hightorque applications on small nuts. Also allows the
use of a torque wrench in inaccessible locations.
Note usage instructions below.
L1
L2
Figure 9 – Optical Tachometer
Figure 10 – “Crowsfoot” Adaptor
Figure 11 – Safety Wire / Wire Pliers
Wire used to secure items (nuts, bolts etc) to prevent rotation in service.
3.9.1 Torque / Tension Wrench
Figure 12 – Torque Wrench & Crowsfoot Adaptor Setting 1
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L1
L2 = 0
Corrected Torque Setting Required
No Correction Required.
Figure 13 – Torque Wrench & Crowsfoot Adaptor Setting 2
A good torque wrench is an essential tool for maintaining Jabiru Aircraft. It’s important to realise
however that even the best wrench needs calibrating occasionally. This can be done using a dead
weight on the end of a known arm or – preferably – sending the wrench away to be calibrated. Note
that Civil Aviation Authorities generally require that the tool be calibrated in a way which is traceable
to a NATA-standard laboratory.
A “Crowsfoot” extension as shown in Figure 10 is sometimes necessary – it allows high torque
settings to be used on small nuts without damaging them and access to difficult locations. However,
when using the extension as shown in Figure 12 the extra length will throw off the torque setting of
the wrench. This must be corrected using the following formula:
.
L1 is the distance from the middle of the grip of the handle to the centre of the wrench drive lug
L2 is the distance in the direction of the handle from the centre of the wrench drive lug to the centre
of the nut socket of the adaptor.
For example: a nut needs to be tensioned to 30lb.ft. The torque wrench is 12” long and the
crowsfoot extension is 2” long. The extension is oriented as shown in Figure 12. This means that the
torque wrench must be set to:
If the extension is oriented at 90° to the wrench as shown in Figure 13 then no correction is needed
because L2 is zero.
Figure 14 – Using A Crowsfoot Adaptor
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3.9.2 Torque Application Procedure
Good torque application technique is essential if an accurate bolt torque reading is going to be
obtained.
Firstly the nut must be tightened smoothly. Any jerks or bumps can cause the torque reading to
be obtained prematurely.
The torque must be obtained while the nut is turning. If you stop to reposition the torque wrench
and then the required torque reading is obtained without the nut turning, the nut needs to be
loosened a little and then tightened again so the torque reading is obtained while turning.
Unless specified otherwise all torque settings given in this manual are “dry” – i.e. no special
lubricant is applied to the threads or parts. Where directed otherwise it is vital that the directions
are followed exactly.
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4 Cleaning, Ground Handling & Storage (all J-Series)
4.1 Cleaning
Keeping the aircraft clean is important. Besides maintaining the appearance of the aircraft, cleaning
makes inspection and maintenance easier.
4.1.1 Windshield And Windows
These should be cleaned carefully with plenty of fresh water and a mild detergent, using the palm of
the hand to feel and dislodge any caked dirt or mud. A sponge, soft cloth or chamois may be used
but only as a means of carrying water to the plastic. Rinse thoroughly then dry with a clean, moist
chamois. DO NOT rub the plastic with a dry cloth as this builds up an electrostatic charge, which
attracts dirt. Oil and grease may be removed by using a soft cloth moistened with mineral turpentine.
CAUTION
DO NOT use gasoline, alcohol, Buzene, Acetone, Carbon Tetrachloride, fire extinguisher fluid, de-
icer fluid, lacquer thinner or glass window cleaning spray.
These solvents will soften and craze the Plastic.
DO NOT use a canvas cover on the windshield or windows as the cover may scratch the plastic.
4.1.2 Interior Surfaces
Interior surfaces should be cleaned with a soft cloth, fresh water and a mild detergent. Volatile
substances such as those mentioned in the previous section must never be used.
Note that
4.1.3 Exterior Surfaces
The exterior surfaces, under normal conditions, require a minimum of polishing and buffing.
CAUTION
DO NOT polish or buff the aircraft within the first 2 weeks after delivery from the factory as
surface treatments take up to 14 days to properly cure.
Generally, the exterior surfaces can be kept bright by washing with water and a mild soap or
detergent, followed by a rinse with water and drying with a cloth or a chamois.
Remove stubborn oil and grease with a cloth moistened with mineral turpentine, then wash with
water and a mild soap, rinse and dry as stated before.
After the curing period the aircraft may be waxed with a good quality automobile wax. A heavier
coating of wax on the leading edges of the wing, tail and on the engine nose cap will help reduce
abrasion encountered in these areas.
CAUTION
DO NOT use Silicon based cleaning materials as Silicon is absorbed into the composite materials
and may affect reparability.
4.1.4 Aluminium Surfaces
The aluminium surfaces require a minimum of care, but should not be neglected. Wash and clean as
detailed in paragraph 3.3.3 above.
CAUTION
JABIRU aircraft are designed for minimum maintenance. However, special attention should be
applied when the aircraft has been used in extremely corrosive conditions, e.g. beach landings
with sand and salt. Always ensure the aircraft is thoroughly hosed and washed immediately after
such use. Pay particular attention to wheels and external controls. Always hose down wheels and
spats after landings in mud or sand to ensure brakes, wheels and spats are free of dirt build-up.
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4.1.5 Engine And Engine Compartment
The engine should be kept clean since dirty cooling fins and baffles can cause overheating of the
engine. Also, cleaning is essential to minimise any danger of fire and provide easy inspection of
components.
CAUTION
DO NOT hose engine. Electrical components may be damaged by moisture. Ensure electrical
components are protected against moisture. Caustic cleaning solutions should not be used.
Recommended cleaning procedure is lightly spray with degreasing fluid – after sealing coils and
starter motor. WIPE clean with brush and cloth.
4.1.6 Propeller
Wash with soap and water, rinse with clean water and dry with cloth or chamois.
CAUTION
Do not use a wax based substance as this would make it almost impossible to refurbish the prop
if need at a later stage.
4.1.7 Wheels
The wheels should be washed periodically and examined for corrosion, cracks or dents in the wheel
halves or in the flanges or hubs. If defects are found, remove and repair in accordance with Section
0. Discard cracked wheel halves, flanges or hubs and install new parts.
4.2 Ground Handling
4.2.1 Towing
All Jabiru aircraft are relatively light and should always be moved by hand.
Moving the aircraft is accomplished by using the wing struts, prop hub or landing gear struts as push
points.
CAUTION
Do not use control surfaces to move the aircraft – Damage to the control system may result
When pushing or moving the aircraft, take care that you do not jam your fingers under the rudder or
in the rudder hinge – remember that it is connected to the Nose Wheel and will move whenever the
nose wheel direction changes.
The aircraft may also be moved by placing the propeller in the horizontal and then placing one hand
on the propeller on either side of the spinner. The aircraft can then be pulled forward.
WARNING
Never move the aircraft in this manner whilst the engine is hot as it may fire when the propeller is
moved and result in severe injury.
Always ensure that the Master and Ignitions are OFF.
Never approach the propeller when anyone is in the aircraft.
Always treat the propeller as LIVE! IT KILLS!
4.2.2 Jacking
Before jacking, ensure that it is as light as possible by removing luggage and any unnecessary fuel.
4.2.2.1 Jacking Main Gear
1. Remove main gear spat on the side to be jacked or both spats if both wheels to be jacked.
2. Where equipped, the fuel filler cap vent of the wing which is not being jacked may be blocked
using a vent cap. This is to prevent fuel leaking onto the wing while the aircraft is jacked.
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CAUTION
Where a vent cap is used ensure that it is large and highly visible to ensure it is removed on
completion of the work.
3. The aircraft can be lifted on one side by a person of reasonable strength (or 2 of lesser strength)
by lifting on the Wing Spar – lift at a point in line with the wing strut and about 1m (3 feet)
outboard of the strut attachment. Be careful lifting close to the wing tip as the wing structure in
this area is quite light and can easily be damaged by misplaced jacking loads.
4. Place a solid block (preferably wood) under the bottom of the composite glass leg which will
result in the wheel being off the ground when the aircraft is lowered. Be careful not to interfere
with brake components or Wheel Spat attachments. Chock the opposite wheel.
5. Repeat for other side if necessary.
4.2.2.2 Jacking Nose Gear
1. Push down on Tail Plane (NOT THE ELEVATOR) until nose wheel is off the ground.
2. Place trestle or drum under rear fuselage together with absorbent material such as foam block,
sandbags or a pillow. Alternately, a pillow or similar may be placed on the ground so that the
ventral fin rests on it when the tail is pressed down.
CAUTION
If using a trestle, ensure it does not foul Ventral Fin.
3. Protect the paint of the horizontal tail using rags, pillows etc and weigh down tail plane with
sandbags or similar heavy absorbent material – do not use anything hard as items like bricks are
likely to damage the aircraft) material. Place weights as close as possible to the aircraft centreline
and, where possible, apply weight symmetrically to both sides of the aircraft.
CAUTION
Do not lift using control surfaces. Damage to the control surface or control system may result.
4. Place a padded trestle or similar under the front of the fuselage immediately aft of the cowl outlet
to ensure that the nose cannot drop down if the aircraft balance is disturbed.
4.2.3 Hoisting
This procedure should not be necessary for most service or maintenance procedures. Should
hoisting be necessary:
1. Drain Fuel from both wings (Wet Wing models only) & Remove wings.
2. Fit shackles to wing support brackets (4 off).
3. Fit cables/rope to shackles and to a centre lift shackle.
4. Hoist only from this point ensuring that cables/ropes do not mark the top of the fuselage at
corners above wing support brackets.
Refer to sections below for details on procedures for fuel draining, wing removal etc.
4.2.4 Levelling
Longitudinal Levelling:
For longitudinal levelling use a spirit level on the lower door sills, or
For longitudinal levelling use a spirit level on the trim decal on the centre console.
Lateral Levelling:
Apply a spirit level to the flap drive cross shaft, or
Apply a spirit level across the aircraft, referencing the join line of the cowl top & bottom halves.
4.2.5 Parking
It is strongly recommended that aircraft are stored in hangars wherever possible to minimise
degradation caused by the elements and pests.
Parking precautions depend principally on local conditions. As a general precaution, check the
wheels and tie the control handle back firmly with a seat belt to lock the controls. Park into the wind
and tie down the aircraft as outlined in below if a hangar is not available.
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Whenever the aircraft is not active or being maintained it is strongly recommended that the following
points are covered to prevent contamination and pest ingress:
- Pitot tube
- Static vent
- Engine air inlet
- Exhaust outlet
- Fuel tank vent(s)
WARNING
Ensure that fuel tank vent covers are not tight-fitting. A tight cap can prevent fuel vapours
escaping, pressurising the tank and severely damaging the tank and wings (for wing tanks).
CAUTION
Equip all covers with tags or other high-visibility devices to minimise the chance of inadvertent
operation with covers still fitted.
4.2.6 Tie Down
When tying the aircraft down in the open, head into the wind if possible. Secure control surfaces by
tying the control handle back firmly with the seat belts.
Then:
1. Tie ropes to the top end of each wing strut or to the strut tie-down lug (if equipped). Secure
opposite end of the ropes to ground anchors located at approximately 30 degrees to the vertical,
outboard of the top wing attachment point. Ensure that the ropes have sufficient slack to not
strain the wing attachments should a tyre deflate while the aircraft is tied down.
2. Tie rope to the Tail Tie-down Hole in the Ventral Fin. Secure the opposite end of rope to ground
anchors.
4.3 Storage
4.3.1 Flyable Storage
Flyable storage is defined as a maximum of 30 days non-operational storage.
Ensure that the engine has been stopped by turning off the fuel valve, thereby not leaving any fuel in
the carburettor bowl.
Every 7th day the propeller should be rotated through 5 revolutions, without running the engine.
Leave the propeller in the horizontal position to ensure even distribution of liquids in the wood. If left
in the vertical position, liquids will drain to the lower tip resulting in an unbalanced propeller.
CAUTION
Ensure that the Master and Ignition Switches are OFF before turning motor!
WARNING
Do not store MOGAS or fuels containing alcohol for longer than 30 days in a Jabiru aircraft. Refer
to Service Letter JSL007 for details.
Store under cover, away from direct sunlight.
In addition to the normal parking covers detailed in Section 4.2.5, openings in the engine cowl and
other similar openings should have protective covers fitted to prevent entry of foreign materials and
pests (especially wasps).
4.3.2 Returning Aircraft To Service
After flyable storage, returning the aircraft to service is accomplished by performing a thorough pre-
flight inspection. Ensure all protective covers are removed.
4.3.3 Temporary Or Indefinite Storage
Temporary storage is defined as aircraft in non-operational status for a maximum of 90 days.
Treat as for flyable storage (see Paragraph 3.1.7), plus:
- For temporary storage, fill fuel tank with AVGAS (to prevent moisture accumulation).
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- For indefinite storage, drain fuel tank, ensure carburettor bowl is empty by running engine with
fuel valve off until it stops or by draining bowl.
CAUTION
Do not store MOGAS or fuels containing alcohol for longer than 30 days in a Jabiru aircraft. Refer
to Service Letter JSL007 for details.
Then:
1. Clean aircraft thoroughly.
2. Clean any dirt, oil or grease from tyres and coat tyres with a tyre preservative. Cover tyres to
protect against dirt and oil.
3. Either block up undercarriage/fuselage to relieve pressure on tyres or rotate wheels every 30
days to prevent flat spotting the tyres.
4. Seal or cover all openings. Note that wing tank breather covers MUST BE LOOSE!
5. Remove battery and store in a cool dry place. Service the battery periodically and charge as
required.
NOTE: It is recommended that batteries not being used should be charged every 30 days.
6. Disconnect spark plug leads and remove spark plugs from each cylinder. Using an oil can or
spray atomiser, spray preservative oil through a spark plug hole of each cylinder with the piston
in the down position. Rotate the propeller 10 – 12 times, leaving it in the horizontal position.
NOTE: Use SHELL Aero fluid 2UN (MIL-C-6529C Type 1) or similar engine corrosion inhibitor.
7. Install spark plugs and connect leads.
8. Seal exhaust pipes. Attach a red streamer to each.
9. Cover but DO NOT seal fuel tank breathers – breather covers must be a loose fit to prevent the
possibility of pressure-related damage to the fuel tanks.
10. Place protective covers over pitot tube, static source vents, air vents and openings in engine cowl
to prevent the entry of foreign material or pests (especially wasps).
11. Attach a warning placard to the instrument panel stating that vents and breathers have been
sealed and that the engine must not be started with the seals in place.
12. Every 7 days the propeller should be rotated through 5 revolutions without running the engine –
leave propeller in the horizontal position.
CAUTION
Ensure that the Master and Ignition Switches are OFF before turning motor!
4.3.4 Inspection During Storage
1. Generally inspect airframe and clean as necessary.
2. Inspect the interior of at least one cylinder through the spark plug hole for corrosion at least once
a month.
3. If, at the end of the 90 day period, the aircraft is to be continued in non-operational storage –
repeat Steps 1-13 above (most will only need to be checked).
4.3.5 Returning Aircraft To Service
After temporary storage, the procedures for returning the aircraft to service are as follows:
1. Remove aircraft from blocks and check tyres for proper inflation.
2. Check battery and install.
3. Check carburettor air filter and service if necessary.
4. Remove warning placard from propeller.
5. Remove materials used to cover openings.
6. Remove, clean and gap spark plugs.
7. While spark plugs are removed, rotate propeller using the starter motor for several revolutions to
clear excess preservative oil from cylinders.
CAUTION
Ensure that the Master and Ignition Switches are OFF before turning motor!
8. Install spark plugs – torque to 11 nm (8 ft/lbs).
9. Check fuel filter – replace if necessary.
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10. Check brake fluid level.
11. If returning to service after indefinite storage, fill fuel tanks with correct grade of fuel.
12. Check fuel tank and fuel lines for moisture and sediment. Drain enough fuel to eliminate any
moisture and sediment.
13. Check that the fuel tank breathers are clear.
14. Perform a thorough pre-flight inspection.
15. Start and warm engine.
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5 Inspection & Servicing
5.1 Service Interval Tolerance
A tolerance of plus or minus 3 hours is allowable on all service intervals set within this manual
5.2 Basic Inspection Procedure
Remove the engine cowlings and inspect the engine bay in “dirty” condition.
Clean the engine bay, propeller and aircraft exterior.
Carry out the inspections listed in Table 5-1.
Test and re-assemble the aircraft. Test fly if required.
5.3 Mandatory Inspections & Lifed Items
5.3.1 Airframe
At intervals of 5000 hours the Jabiru (all models) airframe must be subject to an overall condition
inspection by Jabiru Aircraft or an aircraft maintainer authorised by Jabiru Aircraft. As part of this
inspection, wing struts must be disassembled, inspected for damage using appropriate NDT methods
(such as dye-penetrant testing).
Jabiru aircraft do not have an overall airframe life limitation.
5.3.2 Control Cables
Control cables for all aircraft are subject to the inspection and replacement requirements detailed in
Section 22.
5.3.3 Engine Bay Flexible Hoses
All flexible hoses in the engine compartment should be replaced at engine overhaul or every 2 years
whichever comes first. Hoses which show visible deterioration (cracking, excessive hardening) must
be replaced immediately, irrespective of age.
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7 Bolts & nuts in total to be replaced.
5.3.4 Undercarriage
Main undercarriage bolts and nose leg pivot bolts shown in Figure 15 are to be changed every 500
hours TIS.
Figure 15 – Undercarriage (all J-Series)
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Annual Inspection
Each 200 Hours
Each 100 Hours
PROPELLER
1
Spinner
* *
*
2
Spinner Flange
* *
*
3
Spinner screws
* *
*
4
Propeller
* *
*
5
Propeller bolts/nuts - Tension
* *
*
6
Spinner / Prop Tracking
* *
*
ENGINE COMPARTMENT
Note: refer to engine maintenance manual for enginespecific inspections.
1
Carburettor air filter
* *
*
2
Engine baffles and air ducts
* *
*
3
Oil Hoses, lines, fire-sleeve & fittings
* *
*
4
Fuel Hoses, lines, fire-sleeve & fittings
* *
*
5.4 Inspection Chart
The Engine Maintenance Manual also details engine inspection schedules and should be consulted
in addition to this chart.
The chart below shows the recommended intervals at which items are to be inspected.
Additional detail of the maintenance required in each section is given in the sections below the
inspection chart.
As shown in the chart, there are items to be inspected each 100 hours, each 200 hours and
Annually. There are also special inspection items that require inspection or servicing at intervals
other than 100, 200 hours or Annually.
When conducting an inspection at 100 hours, all items marked under Each 100 Hours is inspected,
serviced or otherwise completed.
At each 200 hours inspection, the 100 hours items are completed in addition to the items marked
under Each 200 Hours.
An inspection conducted Annually would likewise include the 100 hour items and 200 hour items in
addition to the items marked under Annual Inspection.
A complete aircraft inspection includes all 100, 200 hour and Annual items together with those
shown in the Engine Maintenance Manual and Propeller Manual.
Special Inspection items are carried out as required or as specified in Table 5-1 below.
Table 5-1 – Inspection Chart
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Annual Inspection
Each 200 Hours
Each 100 Hours
5
SCAT Hose Condition
* *
*
6
Electrical wiring
*
7
Engine controls and linkages
* *
*
8
Engine mounts, mount structure
* *
*
9
Starter, solenoid and electrical connections
* *
*
10
Coils and electrical connections
* *
*
11
Carburettor heat system
* *
*
12
Firewall
*
13
Exhaust System (Including Muffler)
* *
*
14
Fuel pressure warning light switch
(where equipped)
* *
*
15
Cabin heat system
* *
*
16
Engine cowlings and clips
* *
*
Fuel System
1
Fuel filters, drain valves, carburettor bowl
* *
*
2
Electronic fuel boost pump and fittings
* *
*
3
Fuel lines and connectors
* *
*
4
Fire sleeves
* *
*
5
Fuel line sheath inside cabin
* *
*
6
Fuel tank caps & placards
* *
*
7
Fuel tank vent ball valve check
* *
*
8
Fuel Tanks
* *
*
9
Fuel shut-off valve & placards
* *
*
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Annual Inspection
Each 200 Hours
Each 100 Hours
Landing Gear
1
Check ShockWatch indicator (where equipped)
* *
*
2
Main gear wheels & fairings
* *
*
3
Nose gear wheel, steering links, tension links &
fairings
* *
*
4
Wheel bearings
* *
*
5
Nose gear strut
* *
*
6
Nose gear housing & bushes
* *
*
7
Main gear struts, clamps, bolts & nuts
* *
*
8
Main gear bolt inspection –
Check life & replace as noted in Section 5.3.2
* *
*
9
Tyres & tubes
* *
*
10
Brake fluid, hoses, linings, discs, brake assemblies
& master cylinder
* *
*
11
Rod ends – condition, freedom of movement
* *
*
12
Brake operational check
* *
*
Airframe
1
Aircraft exterior
*
2
Aircraft structure
* *
*
3
Windows, windshield, doors & seals
*
4
Seatbelts & shoulder harnesses
* *
*
5
Seat structure
* *
*
6
Instruments & markings
*
7
Instrument plumbing & wiring
*
8
Instrument panel, shock mounts, decals & labels
*
9
Fresh air ventilation system
*
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Annual Inspection
Each 200 Hours
Each 100 Hours
10
Cabin heat
* *
*
11
Cabin upholstery, trim
*
12
Switches, fuses
*
13
Pitot & static system
*
14
Radio, intercom & headsets
* *
*
15
Antenna & cable
*
16
Door catches
*
17
Stall warning
*
18
Battery, battery cradle & cables
* *
*
19
Carbon Monoxide Detector (where equipped)
* *
*
20
Emergency Beacon (where equipped)
* *
*
21
Landing / Taxi Light Alignment (N-VFR Only)
* *
*
Control Systems
In addition to the items listed below, always check
for correct direction of movement (particularly if
controls have been disconnected) and correct
travel
1
Cables & clamps
* *
*
2
Rod ends
* *
*
3
Trim control & cable
*
4
Travel stops
*
5
Decals & labels
*
6
Flap control & linkages
* *
*
7
Elevator control & linkages
* *
*
8
Rudder pedals & linkages
* *
*
9
Exterior surfaces of control surfaces
* *
*
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Annual Inspection
Each 200 Hours
Each 100 Hours
10
Control horns, hinges & hinge lock tabs.
* *
*
11
Aileron controls & linkages
* *
*
12
Rigging check flight
*
13
Throttle controls
*
14
Control Surfaces per Section 5.18
*
*
** Note that the control clearance inspection detailed in Section 5.18 must also be carried out at any time
when the control rigging may have been altered – i.e. if a control is removed, repaired or adjusted.
5.5 Servicing
Servicing requirements are shown in Section 5.4 below. The following paragraphs supplement this
table by adding details not included.
Note: Inspection Requirements are detailed at Paragraph 3.5.
5.5.1 Engine Servicing Schedule
5.5.1.1 Pre-Flight:
Refer to Flight Manual
5.5.1.2 Other Servicing
Refer to Engine Maintenance Manual
5.6 General Inspection Guidelines
As all possible circumstances cannot be listed here, the following is provided as guidance only. A
critical, trained eye is required and inspections should include, but not be limited to, the following.
MOVING PARTS: Check for: lubrication, servicing, security of attachments, binding, excessive wear,
safety, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges,
defective bearings, cleanliness, corrosion, deformation, sealing and tension.
METAL PARTS: Check for: security of attachment, cracks, metal distortion, broken welds, corrosion,
and any other apparent damage.
WIRING: Check for security, chafing, burning, defective insulation, loose or broken terminals, heat
deterioration and corroded terminals.
BOLTS IN CRITICAL AREAS: Correct torque in accordance with torque values given in the chart in
Section 2.19, when installed or when visual inspection indicates the need for a torque check.
NOTE: Torque values listed are for oil-free cadmium-plated threads and are recommended for all
installation procedures contained in this manual except where other values are stipulated. They
are not to be used for checking tightness of installed parts during service.
FILTERS, SCREENS and FLUIDS: Cleanliness, contamination and/or replacement at specified
intervals.
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AIRCRAFT FILE: Various data, information and licenses are part of the aircraft file. Check that the
following documents are up-to-date and in accordance with current Civil Aviation Authority
Regulations. Most of the items listed are required by the Australian Civil Aviation Authority
Regulations. Since the regulations of other nations may require other documents and data, owners
of exported aircraft should check with their own aviation officials to determine their individual
requirements.
To be displayed in the aircraft at all times:
Placards as detailed in Flight Manual / Owner’s Manual.
To be carried in the aircraft at all times:
Flight Manual / Owner’s Manual
To be made available on request:
Aircraft Registration
Radio Station License
Pilot License/Certificate including Medical Certificate (if appropriate).
5.7 Engine Pre-Inspection Run-Up:
Before beginning the step-by-step inspection, start, run-up and shut-down the engine in accordance
with instructions in the Flight Manual and Appendix 1 of this manual. During the run-up, observe the
following, making note of any discrepancies or abnormalities:
- Engine temperatures and pressures.
- Static RPM. (Also refer to Engine Maintenance Manual).
- Magneto drop. (Also refer to Engine Maintenance Manual).
- Engine response to changes in power.
- Any unusual engine noises.
- Fuel shut-off valve; operate engine in ON position and in OFF position long enough to ensure
shut-off functions properly.
- Idling speed.
After the inspection has been completed, an engine run-up should again be performed to determine
that any discrepancies or abnormalities have been corrected.
5.8 Propeller 100-Hourly
As all possible circumstances cannot be listed here, the following is provided as guidance only. A
critical, trained eye is required and inspections should include, but not be limited to, the following.
Remove the spinner and carry out a thorough visual inspection checking for cracking, fraying,
corrosion and other damage.
Check for loose, missing, corroded or damaged fasteners and hardware.
Check for deposits and radial markings which indicate fretting between moving parts.
Visually check the condition of the propeller, looking for damage to the leading edge protection, glass
de-lamination and cracks, splits or crushing of the propeller timber.
Check the tension of the propeller bolts/nuts – Tension if required.
Check spinner and Prop Tracking.
Refer to Section 9 for test procedures, torque settings etc.
5.9 Engine Compartment 100-Hourly
As all possible circumstances cannot be listed here, the following is provided as guidance only. A
critical, trained eye is required and inspections should include, but not be limited to, the following.
Additional details of engine maintenance are contained in the appropriate engine manual. This
manual must be followed in conjunction with the engine manual to ensure a proper inspection.
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WARNING
Before starting work on the engine it is recommended that the engine starter be disabled (via
disconnecting the starter solenoid or similar) to reduce the risk of injury from inadvertent engine
start.
It is recommended that the engine compartment be visually inspected twice: once while “dirty” – i.e.
fresh from operation – and again after cleaning. The “dirty” inspection allows the inspector to see
patterns of leakage etc which are lost when the engine compartment is cleaned while the “clean”
inspection may show items which were obscured by “dirt” previously. The engine and engine
compartment must be cleaned in accordance with Section 4 as a part of the inspection.
The Carburettor air filter keeps dust and dirt from entering the induction system. The value of
maintaining the air filter in a good, clean condition cannot be overstressed. More engine wear is
caused through the use of a dirty or damaged air filter than is generally believed.
The frequency with which the filter should be removed, inspected and cleaned will depend on the
operating conditions. A good general rule, however, is to remove, inspect and clean the filter ever
100 hours of engine operating time and more frequently if warranted by the operating conditions.
Clean only with compressed air and replace regularly.
Engine baffles and ram-air ducts must be visually inspected. Check for cracking, fraying and
evidence of rubbing. Ensure that the hold-down points are in satisfactory condition and that the ramair ducts are securely attached to the engine.
Inspect all sealing rubbers on the ram-air ducts, oil cooler openings etc and repair & replace as
required.
Inspect all oil Hoses, lines, fire-sleeve & fittings. Check for hardening, cracking, leakage and any
other signs of deterioration.
Inspect all fuel Hoses, lines, fire-sleeve & fittings. Check for hardening, cracking, leakage and any
other signs of deterioration. Ensure that fire sleeves are long enough to completely cover all flexible
hoses – i.e. they must extend past the hose clamp to the very tip of the hose.
Check SCAT hose interior and exterior condition.
Ensure that all electrical wiring is secure. Check for rubbing and damage to insulation or fittings.
Visually inspect for corrosion on fittings and any evidence of heat caused by a degraded connection
or other issue – particular the connections to the regulator and starter solenoid.
Check that all engine controls and linkages work smoothly and through their full travel. A Second
person is required to watch the linkages move on the engine while the first person works the controls
inside the cabin. Ensure all stops are set correctly and that all lock nuts are secure.
Visually inspect the engine mounts, mount structure and mount rubbers for cracking or other signs of
degradation.
Visually inspect the ignition coils and electrical connections. Ensure the coils and electrical
connections are secure.
Verify that the carburettor heat system is functioning correctly – remove the SCAT hose and verify
that the flap inside the air box is moving correctly and sealing properly.
Visually inspect the firewall. Ensure that all firewall fittings (where equipped) are secure and properly
filled with fireproof putty. Ensure there are no screws or rivets missing and that there are no open
holes through the firewall.
Visually inspect the exhaust system (Including Muffler). Check for the condition of the restraining
springs and spring tabs. Check for cracks, dents or other damage. Particularly check for signs of
leakage.
Inspect the cabin heat system, ensuring that the control valve operates correctly – sealing at both
positions – and that the heat exchanger is secure on the tailpipe.
Inspect the engine cowlings, fasteners and clips. Check for cracks, fraying, signs of rubbing and
other damage.
Inspect the battery, battery cradle & cables for condition.
The Battery is a sealed type and so is not a serviceable item. If electrolyte corrosion occurs, Use
bicarbonate of soda (baking soda) and clean water to neutralise electrolyte of corrosion. Follow with
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a thorough flushing with clean water. Remove battery and clean residue from aircraft. Clean cable
and terminal connections with a wire brush, then coat with petroleum jelly before connecting cables.
Replace flexible oil & fuel line in engine compartment every 2 years or when visible deterioration
(cracking, hardening) occurs.
CAUTION
If the aircraft is using a fuel blend containing alcohol the operator must be aware that flexible fuel
lines will generally age faster when exposed to alcohol. Additional care must be taken to monitor
fuel system condition.
5.10 Fuel System 100-Hourly
As all possible circumstances cannot be listed here, the following is provided as guidance only. A
critical, trained eye is required and inspections should include, but not be limited to, the following.
The fuel tanks should be filled immediately after flight to lessen condensation of moisture.
Service Letter JSL007 contains a great deal of detailed information on the suitability, operating
requirements and storage requirements of different fuels. Operators and maintainers must
familiarize themselves with this information and follow the guidelines given in the letter.
Fuel drains must be inspected to ensure they are functioning correctly and are not leaking. Fuel
drains are located:
- For aircraft with wing tanks, in each of the Left & Right hand wing fuel tanks. The drains are
located on the underside of the wing, near the wing root.
- For aircraft with wing tanks, a third drain is located under the fuselage. This drain may be under
the passenger seat, just aft of the main undercarriage or just aft of the sound curtain (the rear of
the cabin) – depending on the model and configuration.
- Some aircraft with wing tanks may also be equipped with gascolators located inside the cabin just
aft of the front doors.
- Aircraft with the main fuel tank inside the cabin are equipped with a fuel drain on the underside of
the fuselage – immediately under the fuel tank.
Fuel filters must be checked and replaced at the intervals noted.
The carburettor bowl must be removed and checked for contaminants. While the bowl is removed,
inspect the float level and check for any foreign objects in any of the jets.
Check the electronic fuel boost pump functions and produces a sufficient flow rate.
Inspect fuel lines and connectors. Check for hardening, cracking, leakage, correct radius,
obstruction, foreign matter and any other signs of deterioration.
Check the condition of fire sleeves. Ensure that fire sleeves are long enough to completely cover all
flexible hoses – i.e. they must extend past the hose clamp to the very tip of the hose
Where equipped, check that the fuel line sheaths inside cabin are in place and secure at their
attachments. Check for any tears, rips or signs of fuel leakage / pooling.
Check the function of fuel tank caps. Check that the required placards are in place and in good
condition.
Where equipped, verify the function of the ball valve in the fuel tank vent cap (air should flow out
easily at slow flow rates but be blocked at high flow rates. Air should be able to flow into the tank
easily at all times.)
Visually inspect the fuel tanks (in-situ) to check for staining and other signs of leakage or damage. If
equipped, check the condition of the lines and fittings inside the wing root to determine if there is any
leakage.
Check the function of the fuel shut-off valve(s). Ensure that all placards are in place and in good
condition.
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5.11 Landing Gear 100-Hourly
As all possible circumstances cannot be listed here, the following is provided as guidance only. A
critical, trained eye is required and inspections should include, but not be limited to, the following.
Visually inspect the attitude of the aircraft on the ground: if the aircraft has developed a lean to one
side since its last maintenance it is a likely indicator of insufficient tyre pressure or damage to an
undercarriage leg.
Where equipped, check the ShockWatch indicator as detailed in Section 6.3. Re-set the indicator
before returning to service.
Remove the nose and main wheel fairings and inspect then for cracks, fraying, rubbing or other
damage.
While the fairings are removed, inspect the wheels. Visually inspect the wheel for run-out which may
occur due to a dent in the rim. Inspect for cracks, damaged hardware, corrosion and any other
damage.
Jack the aircraft and pull the un-loaded main undercarriage leg fwd and aft to check for looseness.
Repeat for the second leg.
Inspect the nose leg, steering links, tension links & fairings. Check for dents, bends, cracks,
corrosion, damaged or missing hardware and signs of rubbing etc. Wriggle the trailing arm front
suspension and check for any slop or wear in the pivot bushings of the suspension.
Check for smooth rotation with no bearing “rumble” or slop. Replace worn or damaged bearings.
Inspect the nose gear housing & bushes for wear – ensure there is no excess vertical or horizontal
slop in the fit of the leg to the housing.
Inspect the main gear struts, clamps, bolts & nuts. Check for rubbing, cracks, corrosion, missing or
damaged hardware and any other damage.
Replace the main gear bolts at the life indicated in Section 5.3 or earlier if the airframe is subject to
rough runways, taxiways or training operations.
Check the tyre pressure and the condition of tyres & tubes. Examine tyres for wear, cuts, bruises
and slippage
Apply the hand brake. Standing in front of the aircraft, pull firmly on the propeller – placing hands
immediately beside the spinner. Rock the aircraft forward and aft, left and right while observing the
nose leg and both main legs. Any excess movement, noise or vibration which is apparent during this
test can indicate deterioration in the undercarriage legs, fastenings or mechanism and must be
corrected.
Inspect all rod ends to ensure condition, freedom of movement and secure lock-nuts.
Visually inspect nose leg steering “soft link” (where equipped). Ensure the rubber is in good
condition and that all the parts and hardware are not damaged or corroded.
Check brake master cylinder and refill with automotive brake fluid (DOT 3 or DOT 4) Bleed the brake
system of any trapped air whenever there is a spongy response on the brake lever.
Check that discs are straight, not excessively corroded and not worn outside of limits.
Check for brake fluid leaks, chafing or other damage to brake hoses. Ensure that the brake linings
have sufficient wear remaining to reach the next scheduled maintenance. Check brake assemblies
& master cylinder for rubbing, damaged or missing hardware or corrosion. Carry out a brake
operational check. Refer to Section 6.43 for filling and bleeding of the brake system.
CAUTION
The JABIRU uses automotive brake fluid (DOT 3 or DOT 4). DO NOT use Aircraft hydraulic fluid
(mineral based) or damage to the brake system will result.
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5.12 Airframe 100-HOURLY
As all possible circumstances cannot be listed here, the following is provided as guidance only. A
critical, trained eye is required and inspections should include, but not be limited to, the following.
Inspect the aircraft exterior for cracks, dents, abrasions, corrosion or signs of fretting or rubbing.
Check for missing or damaged hardware.
Check for whitening of unpainted fiberglass areas (an indication of damage).
Check for movement of wing attachments and threaded bushes, movement of undercarriage
attachments, loosening of firewall/engine attachments.
For each wing, hold the tip and shake up-and-down and fore-and-aft. If there is any slop in the wing
or strut attachments it will be evident by feel and audibly. Any slop in these connections must be
addressed.
Inspect windows and windshield for cracking and scratches.
Inspect doors & seals for condition. Check for cracks and signs of rubbing or degradation.
Inspect seatbelts & shoulder harnesses for condition. Ensure all latches function correctly and do
not have excess slop. Check joint pin between shoulder and lap belts and ensure it is secure and
the connection solid.
Inspect the seat structure. Check for cracks or damage. Remove the seat covers and pull fore and
aft on the top of the seat back, watching for signs of de-lamination or other damage to the seat back.
Inspect instruments & markings for security and indications of damage.
Inspect instrument plumbing & wiring for damage, kinks and security.
Inspect the instrument panel, shock mounts, decals & labels
Inspect the fresh air vents for correct function and condition.
Inspect the cabin heat system for correct function and condition.
Ensure the carbon monoxide indicator (if equipped) has not expired.
Inspect the cabin upholstery and trim for condition.
Inspect switches and fuses for condition, security and function.
Check the pitot & static system for condition, leaks and blockages.
Check the radio, intercom & headsets for condition and correct function.
Check the transponder (if equipped), antenna & cable for condition and function.
Check door catches for condition and function.
Check the stall warning system for function.
Wing struts should be inspected for loose bolts, excessive clearance in wing strut attachments or
corrosion.
If equipped, ensure that the emergency beacon is within its useful life and test in accordance with
manufacturer’s instructions.
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5.13 Control Systems 100-Hourly
As all possible circumstances cannot be listed here, the following is provided as guidance only. A
critical, trained eye is required and inspections should include, but not be limited to, the following.
Inspect all primary control cables & clamps. Ensure clamps are assembled correctly and indexed
correctly on the cables. Check all hardware is in good condition and is secure. Move all controls
through their full travel, ensuring full and free movement with no binding.
Inspect all rod ends and other hardware for condition and security. Ensure all lock nuts are secure.
Inspect all secondary (trim, throttle etc) control cables & clamps. Ensure clamps are assembled
correctly and indexed correctly on the cables. Check all hardware is in good condition and is secure.
Move all controls through their full travel, ensuring full and free movement with no binding.
Check control surface travel.
Ensure that control surface stops are correctly adjusted and secure.
Ensure all decals & labels are in place and in good condition.
Cycle the flaps, checking the flap control & linkages for full and free operation with no binding. Listen
to the electric flap motor (if equipped) and clean or replace if it sounds uneven or jerky.
Inspect elevator control & linkages. Ensure all hardware is secure and in good condition.
Inspect rudder pedals & linkages. Ensure all hardware is secure and in good condition.
Inspect exterior surfaces of control surfaces – check for damage including cracking, fraying etc.
Inspect control horns, hinges & hinge lock tabs. Check for condition and wear and replace as
required.
Inspect aileron controls & linkages. Ensure all hardware is secure and in good condition.
Carry out a rigging check flight. Check all systems for correct function.
Inspect throttle controls for correct function, smooth operation and correct adjustment of friction (to
prevent inadvertent throttle movement).
Inspect Control Surfaces per Section 5.18.
5.14 Lubrication
Refer to the appropriate engine manuals for engine lubrication requirements.
The following points are designed to run “dry” if required however application of some graphite
lubricant is recommended if excess friction is detected.
- Rudder pedal pivots
- Wing flap cross shaft pivots
- Control stick pivot and control stick shaft bushings
- Nose leg pivot bushings.
- Throttle shafts. Note that this refers both to the throttle cross-shafts (floor and panel-mount
throttle systems) and to the shafts which pass through the instrument panel and have the throttle
knobs on the aft end. Note that if fresh lubricant is applied to the throttle system it will be
necessary to re-adjust the friction lock when the lubricant is applied and again after a few hours
of operation.
5.15 Special Inspections – Propeller
Aircraft fitted with propellers other than the approved types listed herein as subject to inspections
above and beyond those listed below – as detailed in Jabiru Service Bulletin JSB014.
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Required Tools:
- Chocks
- Calibrated scales (x3)
- Square or Plumb-bob
- String and Tape
Parts and Material:
N/A
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
5.16 Special Inspections – Weighing (all J-Series)
5.16.1.1 Scale Locations
For weighing three scales are used; one under each main wheel and one under the nose wheel.
5.16.1.2 Procedure
1. Position the aircraft on the scales on a level surface, preferably one that positions can be marked
on to, in the configuration to be weighed.
2. Chock the main wheels and make sure the brake is released. (If the chocks are of significant
weight their weight will need to be subtracted from the relevant scale readings).
3. Level the aircraft using technique in Section 4.2.4. If the nose needs to be raised place packers
under the nose wheel. If the nose needs to be lowered pack under main wheels or deflate nose
wheel. (Remember to re-inflate to operating pressure before use)
4. Using a square or a plumb bob mark the wheel centres on to the floor or scale surface. Both
sides of the nose wheel axle must be marked to eliminate any error if it isn’t exactly straight.
5. Again using a plumb bob or a level, mark the wing leading edge onto the floor. Mark these points
at a position outboard of the main wheels.
6. Take the wheel weights. When the wheel weights are being taken there must be nil wind blowing
on the aircraft. Due to the light nature of the Jabiru even a small breeze can cause significant
weight transfer and consequentially C of G errors. In addition, door must be shut, flaps in the UP
position and any items not part of the standard equipment of the aircraft removed.
7. Using a string line or similar mark the wing leading edge on the floor under the aircraft. Normally
using tape to fix a string line between the points marked earlier is the best method.
8. Measure the horizontal for/aft distance for each wheel (both sides of nose wheel) to the wing
leading edge. Note that the two readings for the nose wheel are averaged.
9. All distances aft of the datum are considered positive and all distances forward of the datum are
negative. See Figure 16. Note that while the arrangement shown assumes that the wing leading
edge is the aircraft datum, for some Jabiru models the datum is displaced a fixed amount forward
of the leading edge. For these models the measurements taken must be adjusted to readings
relative to the datum. For example,
- The datum is 1403mm forward of the wing leading edge
- Measurements have found that the nose wheel is 400mm forward of the wing leading edge
and the main wheels 400mm aft.
- Corrected to reference the datum, these measurements become 1003mm aft of the datum
for the nose wheel and 1803mm aft for the main wheels.
10. Always weigh and measure the aircraft at least twice and average the results. If one weighing
gives results that are significantly different from the other – typically the aircraft weight should not
be different by more than 2kg and the calculated CG position within 5mm – then weigh the
aircraft a third time to get a better match. Discard the anomalous results. If the third weighing is
also different then there is most likely a procedure or equipment issue and the weighing must be
postponed until this issue has been corrected.
11. Due to the light weight of the aircraft, the scales used must have an accuracy of at least +/-0.5kg
and distances must be measured to within +/-1mm to ensure accurate results.
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NOTE: The CG datum point for the J120-C is an imaginary line 1403mm forward of the right wing
leading edge. Most CG calculations must be carried out relative to this datum.
Figure 16 – Weighing Diagram.
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Required Tools:
- Steel Ruler or similar
- Spring balance (graduations less than 300 grams)
Parts and Material:
N/A
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Control
Free-Play
Elevator
3.5-mm
Rudder
3.5-mm
Aileron
3.5-mm
5.17 Special Inspections – Control Cables (all J-Series)
Inspections are required to be carried out on the primary control cables (aileron, elevator & rudder) at
intervals detailed in the Airworthiness Limitations Section of this Manual (Appendix V or Section 22).
These inspections are to be carried out as described below:
- Measure the movement of the trailing edge of each control allowed by cable free play.
- Disconnect both ends of the cable.
- Move the cable by hand through its full range of movement to check freedom of movement.
- Using a spring balance with graduations of no more than 300g, measure the friction required to
move the cable. Repeat this step to give a minimum of 5 friction measurements in each direction
of travel.
- Reconnect one end of the cable and measure slack in the cable.
The cable must be replaced if the following is found:
- Excess friction – maximum allowable force to move cable 1.9kg.
- Excess slack in cable – maximum allowable cable slack 3.5mm
- “Hard” or “tight” patches of the cable travel.
- Gritty or rough operation.
- Significant visible damage or degradation such as corrosion, scoring etc.
Remedial Action
Remedial action (replacement or re-routing of cable to reduce measured values) is required if the
control free play exceeds the values given in Table 5-2. The amount of free play in each control
linkage should be within the same tolerance as the control cable itself (i.e. 3.5mm)
Table 5-2 – Control Free Play Limits
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Required Tools:
- Steel rule, Vernier or Gauges
- Calibrated scales
- Marker pen
Parts and Material:
N/A
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L2, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
5.18 Special Inspections – Control Surfaces (all J-Series)
The following set of inspections have been developed to address potential control surface jamming.
These inspections are to be carried out at the frequency defined in the inspection chart of Section
5.4. In addition they must be repeated at any time when the control rigging may have been altered –
i.e. if a control is removed, repaired or adjusted.
If the inspection shows that the aircraft requires adjustment Jabiru Aircraft or our local representative
must be consulted for an appropriate rectification method.
In Figure 17 several terms are defined. This is provided to clarify the statements given in the
remainder of this inspection.
Control – This refers to control surfaces – rudder, elevator and ailerons.
Aircraft – This refers to the fixed part of the aircraft immediately in front of the controls. In particular
it refers to the point indicated in Figure 17, where the control will hit the aircraft if a jam occurs.
Control at the point of overlap – This is the particular point where the rearmost edge of the aircraft
is aligned with the front of the non-hinged side of the control. This is the critical point where a control
jam becomes possible. Any control which has a critical overlap of less than 2mm should also be
treated as having a “point of overlap” as defined by this bulletin.
Control clearance – This is the working clearance between the control & the aircraft.
Control gap – Best shown on Figure 19 (left). If the control passes the point of overlap a gap opens
between the aircraft and the control. A gap like this combined with excess flexing of the control
surface hinges will lead to control surface jamming.
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“Control at the point of
overlap” – rear edge of
aircraft lines up with the
front of the non-hinged side
of the control.
“Control” – in this
case an aileron
“Aircraft” – in
this case the
wing.
Jammed control –
excess hinge deflection
with the control at the
point of overlap results
in jamming.
“Control
clearance”
Figure 17 – Normal and Jammed Control Illustration (all J-Series)
5.18.1 Inspection A:
This inspection is to check if the controls are configured in such a way that there is a point of
overlap as shown in Figure 17. At noted above the point of overlap is the critical point at
which severe control jamming becomes possible.
- Check each control by moving it to its maximum deflection and inspecting for a control gap – as
shown in the example of Figure 19.
- Note the result of Inspection A and carry on to Inspection B in all cases.
5.18.2 Inspection B:
This inspection has two purposes: to check to see if jamming is likely due to insufficient clearance at
the control’s point of overlap and to check if the control hinges are sufficiently stiff. All controls must
be inspected in this way regardless of the results of Inspection A.
Check the clearance between the control surface and the aircraft at the point of overlap as detailed
below:
- Set the controls so that the control being tested is at the point of overlap – as shown in the right
picture in Figure 19. If the control being tested does not deflect to a point of overlap then place it
as close as possible to the overlap point.
- Press against the control using a thumb – pushing the control in the direction that would close the
control clearance. Measure the control clearance while this load is applied.
- Remove the load from the control and re-measure the control clearance.
- Controls are to be tested this way at every hinge. The force to be applied in each direction is
approximately 5-7kg (11 – 15lb). Inspectors can “calibrate” their thumbs by pushing onto a set of
scales to indicate how hard they need to push. See Figure 20 for details of where to push on the
controls.
Rectification work is necessary whenever any of the following criteria are met:
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Aileron at full deflection,
open control gap showing
Use gauges (such as the 3mm type
shown), vernier callipers or a ruler to
measure the control clearance
between aileron and wing
Control at the point of
overlap - Leading edge of
aileron in line with trailing
edge of wing
“Control gap”
Control at the point of overlap. Measure
the control clearance in this position
while pressing on the control in the
middle of the hinge. Repeat the
measurement when unloaded.
- The control clearance is less than 3mm at the control’s point of overlap when tested as detailed
in Inspection B. Note that this clearance limit only applies to controls which are configured such
that they actually have a point of overlap.
- The control clearance changes by 5mm or more when the test load of Inspection B is applied.
This is irrespective of if the control has a point of overlap or not.
Carry on to Inspection C in all cases.
Figure 18 – Rudder Gap Cross Section (all J-Series)
Figure 19 – Aileron Clearance (all J-Series)
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Control at the point of overlap. Measure the
control clearance in this position while pressing
on the control in the middle of the hinge. Repeat
the measurement when unloaded.
Interference here at full forward stick deflection
can cause control travel restriction.
Control at the point of overlap. Measure
the control clearance in this position
while pressing on the control in the
middle of the hinge. Repeat the
measurement when unloaded.
Press against hinge in this
location (within 25mm of
hinge line) & direction
Figure 20 – Test Load Application (all J-Series)
Figure 21 – Elevator Gap Cross Section (all J-Series)
5.18.3 Inspection C:
This inspection is to see if there is any travel restriction of a control at deflections other than at the
control’s point of overlap.
For the purposes of this inspection a travel restriction is defined as a one-way jam – i.e. the control
cannot reach full deflection but is able to move freely in the other direction.
While a control is very unlikely to completely jam due to a travel restriction the fact that the control is
not achieving its full travel must be addressed.
Travel restriction normally presents at the opposite control travel extreme to the control’s point of
overlap – i.e. for the elevator shown above (Figure 21) full stick-forward deflection is the point most
likely to exhibit a travel restriction as the lower surface of the elevator hits the aircraft.
Inspect each control as detailed below:
- Inspect the control for scratches and marks (as shown in Figure 22) in the overlap area where the
control runs inside the aircraft. If no marks are found further inspection and/or rectification is
unnecessary. However, if such marks are found compete the following steps:
- Mark the extents of the control surface travel when driven by the controls.
- Disconnect the control from the control cable, allowing it to swing freely.
- Take care not to deflect the control beyond the point where it can normally be driven by the flight
controls as this will result in a “false positive” - controls are able to move slightly beyond the
normal travel limits but rubbing at these extreme deflections is not dangerous provided there is
no chance of mechanical jamming. Note that for the rudder and elevator the fixed stops fitted at
the rear of the aircraft are located approx 2mm beyond the normal travel limit.
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Scratches here indicate the
control has rubbed against the
fin (illustration)
- Move the control through its normal travel range while pushing against each hinge in the direction
that would close the control clearance with a force of approximately 5-7kg (11 – 15lb).
- Note if there is any travel restriction caused by the control rubbing against the aircraft.
- Rectification work is necessary whenever any of the following criteria are met:
- There is travel restriction caused by the control rubbing against the aircraft.
Figure 22 – Scratches on Rudder (all J-Series)
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Required Tools:
- Marker
- Plumb-bob
- String line
- Straight edge (Steel RHS or similar at least 50mm high)
- Digital protractor or similar
Parts and Material:
- Washers (used as spacers)
- Flock (if adjustment is required)
Type of Maintenance:
Line Maintenance
Level of Certification:
L2 or LAME (A&P or LSA Repairman / Maintenance)
Return to Service:
L2 or LAME (A&P or LSA Repairman / Maintenance)
5.19 Special Inspections – Main Wheel Alignment (all J-Series)
The following process must be carried out whenever a new undercarriage leg is fitted to the aircraft
or if adverse tyre wear indicates alignment outside of tolerance.
Before alignment, the aircraft must be pulled forwards for several metres to position it in the location
where the wheel alignment is going to be checked. This step is very important as it “sets” all the
wheels to the positions where they will be in normal operation.
Mark a reference centreline for the aircraft on the floor. Use a plumb bob from the tip of the spinner
and from the tip of the ventral fin to mark points on the floor, then join and mark the two points with a
string line. Alternatively the aircraft may be positioned accurately over a fixed line on the floor (such
as the join in the concrete slab used in the Figure below).
Figure 23 – Wheel Alignment Set Up (all J-Series)
Place a straight-edge (such as a length of RHS section steel) along the outside wall of the tyre.
Check from above to ensure that the tyre and the straight edge are parallel. The straight edge used
must stand at least 50mm high from the floor in order to touch enough of the tyre side wall.
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Figure 24 – Alignment Straight Edge In Position (all J-Series)
Figure 25 – Alignment Measurements (all J-Series)
Mark the position of the straight edge in front and behind the wheels. Positions are marked at 1.5m
nominally either side of the wheel centre.
Take measurements from the straight edge positions to the centreline of the fuselage.
Compare the measured distances to see if the wheels have toe-in or toe-out.
Camber is the vertical angle of the wheel to the ground. It is to be measured (using a digital
protractor or similar) using the end of the axle or the brake disk as a reference. The aim is to have
the wheel vertical when the aircraft is fully loaded.
Toe in / toe out and the wheel camber angle are related in that when the wheel has camber it
behaves like a cone and wants to track in a circle around the point where the centreline of the axle
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hits the ground. The toe of the wheel is used to compensate for this so that the wheel doesn’t try
and pull in or out on the leg as the plane taxis.
A camber angle of 1.5° (with the top of the wheel leaning slightly outboard relative to the bottom of
the wheel) is recommended for all models when unloaded.
Depending on the type of operation the aircraft is normally used for the operator may alter the
camber angle slightly – i.e. if the aircraft is normally loaded heavily a slightly higher camber angle
may be used.
Toe-in for the main wheels is set at between 10mm and 0 mm. This is for an empty aircraft.
If adjustments are required, washers are used as spacers between the stub axle and the
undercarriage leg.
If a combined toe / camber adjustment is required a higher stack of washers is fitted to the bolt
requiring most adjustment.
After packing the wheel alignment must be checked again – this can be done by dry-assembling the
wheel with packing washers but no flock and then re-measuring the aircraft – taking care to pull the
aircraft forwards to allow the undercarriage legs to “set” to the new angles. Alternatively the wheel
may be re-assembled with flock etc, left to cure and then re-checked once the resin has dried.
If the wheel remains outside the given limits the alignment procedure above must be repeated.
Figure 26 – Camber / Toe-In Adjustment (all J-Series)
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Required Tools:
- Clamp suitable for crimping fuel lines without damage (Figure 31).
- Fuel container to drain fuel from wings.
- Accurate fuel pump or measure. (i.e. Avgas bowser).
Parts and Material:
- Fuel Gauge
- AVGAS Fuel (for filling)
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
5.20 Special Inspections – Fuel Gauge Decal Setup (all J-Series, n/a J120)
This procedure is applicable for Jabiru Aircraft equipped with wing tanks and electronic fuel gauge
senders.
This procedure must be carried out during initial assembly of a new aircraft or when a new gauge
sender is fitted.
The accuracy of the fuel indication system of the aircraft depends on careful and accurate completion
of this process.
For this procedure the fuel tanks need to be filled from empty. Therefore, they must be emptied now.
Apply fuel line clamps to close the fuel lines between the wing tanks and the header tank.
Before starting the fuel gauge calibration the aircraft needs to be laterally (left/right) level. See the
aircraft flight manual for the levelling datum details.
Add 1.5L of fuel to each tank, this is the unusable fuel. Check the indication of the fuel gauge. The
fuel gauge needle must be pointing at the E or below. If it is not then the gauge unit will need to be
removed and adjusted. See Figure 27 – with the tank containing the unusable fuel amount the
needle must indicate a position between the two extremes shown.
Accurately add 20L into the tank (on top of the unusable fuel). Then take the fuel gauge calibration
decal (see Figure 28) and align inner fuel gauge dial representation with the 20L mark in the location
indicated by the pointer in the fuel gauge. Repeat for the second tank. Make sure the decals are
marked to indicate which tank they are matched with. In Figure 29 (left) a typical sender indication
with 20L added is shown. Note how the needle is just slightly above 1/4. In Figure 29 (right) a decal
assembly to match this indication is shown. The 20L arrow, on the outer, indicates just above the ¼
mark on the inner.
CAUTION
There is often a degree of friction within the gauge sender. Tap gently with a finger after adding
fuel to maximise accuracy of reading.
WARNING
Before removing clamps on the fuel line make sure all fuel lines are connected.
On removal of clamps check that the fuel lines are not damaged and return to their original shape
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Figure 27 – Max Empty (Left) and Acceptable Empty (Right) Indications (all J-Series, n/a J120)
Figure 28 - Fuel Gauge Calibration Decal Parts (all J-Series, n/a J120)
Figure 29 – 20L Indication on Sender & Decal to Match (all J-Series, n/a J120)
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Required Tools:
- Clamp suitable for crimping fuel lines without damage (Figure 31).
- Fuel container to drain fuel from wings.
- Accurate fuel pump or measure. (i.e. Avgas bowser).
Parts and Material:
- AVGAS Fuel (for filling)
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
5.21 Special Inspections – Fuel Sender Calibration (all J-Series, n/a J120)
This procedure explains how to calibrate the inbuilt gauges in the Dynon EMS D10 unit to the Jabiru
Float type gauges.
This procedure is applicable for Jabiru Aircraft equipped with wing tanks and electronic fuel gauge
senders.
This procedure must be carried out during initial assembly of a new aircraft or when a new gauge
sender or new EMS is fitted.
The accuracy of the fuel indication system of the aircraft depends on careful and accurate completion
of this process.
Each fuel gauge indicator on the instrument panel (or in the EMS) needs to be connected to the
sender on same side. To achieve this:
- Turn on the EMS. Enter the EMS menu by pressing any button below an EMS main page and
pressing MORE >SETUP > MORE > FUEL. You are presented with the screen shown Figure 30
(left). Press SEL and then enter a tank size of 65. Then press NEXT. Then press START. You
will be presented with the screen show in Figure 30 (right).
- The sensor value should read around 296 as shown.
- Disconnect a wire off the left fuel gauge sender. The sensor value should increase to around
490, when wired correctly.
- If the reading does not change, then disconnect a wire off the right side sender. If there is no
change there is a wiring fault. If it does increase then fuel gauge sender connections are
reversed and must be corrected.
- To exit press RESET and then CANCEL.
Figure 30 – EMS Fuel Calibration Screens (all J-Series, n/a J120)
For this procedure the fuel tanks need to be incrementally filled from empty so first the tanks must be
drained. Fuel containers of sufficient volume to contain at least 10L more than the volume of fuel in
the tanks are required.
Drain the fuel system completely. There are two ways to do this. They are:
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- Disconnect the fuel line from the carburettor. Using a length of fuel hose added to the fuel line
pump out the fuel from the system using the auxillary electric pump and gravity. Ensure the fuel
tap is turned off before removing the fuel line extension and re-connecting the line to the
carburettor.
- Remove the fuel drain from each fuel tank at a time and drain the fuel out this way. This method
is faster than the previous but has the potential for spilling a lot of fuel. You also still need to
drain fuel from the header tank via the engine fuel line.
If the fuel has been drained out using the wing fuel drains then a small amount of fuel needs to be
added to replace the unusable fuel. Add 1.5L to each wing tank to replace the unusable fuel. Note
that this does not need to be done if the fuel was drained by method 1. Check that the fuel drains
are not leaking after re-installation.
Next all the fuel lines from each tank need to clamped off so that fuel does not flow between tanks or
to the header tank. Use fuel line clamps as shown in Figure 31.
Figure 31 – Fuel Line Clamps (all J-Series, n/a J120)
Before starting the fuel gauge calibration the aircraft must be laterally (left & right) level. See the
Flight manual for the levelling datums.
When ready to start the fuel calibration turn the EMS on and do as follows.
- Enter the EMS menu by pressing any button below an EMS main page and pressing MORE >
SETUP > MORE > FUEL. You are presented with the screen shown Figure 32. The menu
reflects the number of fuel tanks selected in the Global Parameters Setup. If you do not see the
correct number of tanks here, go back to the GLOBAL section of the SETUP menu and set the
correct number of tanks.
- Repeat the following steps for each tank you wish to calibrate:
Use the DOWN▼ or UP▲ buttons to select the tank that you wish to calibrate, and press
SEL►.
Enter the approximate number of gallons or liters the tank can hold (Figure 33, left). In
this case it is 65L. Press NEXT.
Once you have confirmed that the tank you are calibrating is empty, press START (Figure
33, right).
Follow the on-screen instructions until the completion of your fuel calibration. Be aware
that if you make a mistake you can only totally clear the calibration for that tank - so you
have to start the calibration for that tank at the beginning again.
At the completion of your fuel level calibration, the EMS-D10 will present you with a table
of values in the format “pour #: mV gallons/litres”. If you wish, record these numbers for
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later reference, however there is no way of entering them into the EMS so it is not
required.
Repeat this procedure for the other fuel tank.
CAUTION
There is often a degree of friction within the gauge sender. Tap gently with a finger after adding
fuel to maximise accuracy of reading.
WARNING
Before removing clamps on the fuel line make sure all fuel lines are connected.
On removal of clamps check that the fuel lines are not damaged and return to their original shape
Figure 32 – EMS Calibration Screen #1 (all J-Series, n/a J120)
Figure 33 – EMS Calibration Screens #2 and #3 (all J-Series, n/a J120)
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Required Tools:
- Mechanic’s stethoscope (can be helpful)
- Wing stands
- Soft hammer or similar
- Die grinder drill, sandpaper (if lug replacement necessary)
- UNC thread tap
- Soldering iron or similar
Parts and Material:
- Replacement bolts (if required)
- Replacement Lug fittings (if required)
- Acetone, Resin and Flock (if lug replacement is necessary)
- Etch primer, corrosion inhibitor (if strut lugs are replaced)
- Stainless steel bush (if replacement is required)
Type of Maintenance:
Line Maintenance, Heavy Maintenance (if free play detected)
Level of Certification:
L2 or LAME (A&P or LSA Repairman / Maintenance)
Return to Service:
L2 or LAME (A&P or LSA Repairman / Maintenance)
5.22 Special Inspections – Wing & Strut Bush Service (all J-Series)
As a part of daily and maintenance inspections the aircraft is gripped by each wingtip and shaken to
check for any free-play in the wing or strut attachment points (Section 5.12). The procedure below
details how free-play is corrected once detected.
As detailed below there can be several different ways to correct free-play in these connections. It is
recommended that maintainers who have not carried out this task before contact Jabiru Aircraft (or
our local representative) for advice before continuing.
Free-play can develop in any of the wing or strut attachments though it most commonly occurs in the
front wing attachment. To determine which connection requires attention:
- Remove the wing root fairing from the aircraft to expose the attachments between the wing and
the fuselage.
- Have an assistant shake the wing tip. While the wing is being shaken place a finger on each
attachment in turn to feel which requires servicing. A mechanic’s stethoscope may also be used.
In rare cases both attachments may have free-play.
- If no movement is apparent in the wing attachments remove the fairings from the top and bottom
of the wing strut and repeat the process: have someone shake the wing while holding each
attachment to feel for movement.
The bolt fitted to a connection found to have free-play must be replaced.
If a wing-fuselage attachment requires service the wing can be removed completely as detailed in
Section 0 or placed on stands as follows:
- This procedure method is suitable for aircraft with dry wings (no wing fuel tanks) and those with a
minimum of 75mm (3”) free-play in all connections between the wing and fuselage (fuel lines,
aileron and electrical cables etc).
- For aircraft equipped with fuel sight gauges inside the cabin this procedure will normally not be
suitable as the short fuel hoses from the wing to the sight gauges do not have sufficient free
length.
- Two adjustable wing stands are required for this procedure.
- Remove the wing root and wing strut fairings (both top and bottom).
- Place the two stands under the wing – one located inboard close to the fuselage and the other
positioned around 1m (3ft) inboard from the tip.
- Adjust the outboard stand so that it is just clear of the underside of the wing.
- Remove the wing strut from the aircraft as detailed in Section 6.19.1. The strut is removed
completely to clear the work area and reduce the chance of over-stressing any attachment
points.
- Rest the wing on the outboard wing stand.
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- Adjust the inboard wing stand until it is just clear of the underside of the wing.
- Remove both the forward and aft wing attachment bolts and rest the wing on the stand.
- The wing is now resting on the stands, positioned close to the fuselage at the normal height so
that the fuel lines and aileron cable can be left connected.
- Service the attachment point as detailed in Section 5.22.1.
CAUTION
In this position the wing is vulnerable to being bumped or jostled off the stands. This will
result in significant damage to the aircraft.
If a strut attachment requires service only 1 wing stand is required:
- Remove the wing root and wing strut fairings (both top and bottom).
- Remove the wing strut from the aircraft
- Rest the on a wing stand positioned approximately 1m (3ft) inboard of the tip of the wing.
- Service the attachment point as detailed below.
5.22.1 Attachment Point Service – Movement Between Bolt & Lugs
Take the original bolt removed from the connection being serviced. Fit it to the holes in all the mating
parts: i.e. for a wing connection fit it to the wing lug and to the Aluminium wing attachment lugs on
the fuselage.
Wriggle the bolt in each part feeling for movement. The bolt should be a transition fit: there should
be no movement or minimal movement when fitted in each part of the connection. If excess
movement is detected sometimes it can be corrected by fitting new bolts:
- In most cases the aircraft wing-fuselage attachments will have been assembled using standard
AN4 bolts (AN5 for J250/J450). In these cases excess movement between the bolt and the lugs
may be corrected by replacing these bolts with new AN174 (1/4”) or AN175 (5/16”) close
tolerance bolts.
- Similarly, strut connections normally use AN5 bolts and excess movement between the bolt and
the lugs may be corrected by replacing these bolts with new 5/16” AN175 close tolerance bolts.
- New bolts should be lightly hand polished before installation to improve the fit.
- Note that the ideal fit has minimal or zero clearance and will require thumb pressure or a light tap
with a soft hammer for installation.
- If there is excess movement remaining even with new bolts fitted then further work must be
carried out as detailed below. This is a qualitative assessment which is best informed by
experience. If in doubt it is recommended that the maintainer re-fit the wing with the new bolt and
test for movement before continuing to any of the more significant repair processes (such as
replacing lugs etc).
- If the replacement bolts are a tight fit, re-assemble the aircraft and re-test as detailed in Section
5.12. Ensure a new bolt is used on the attachment which has been serviced.
If the holes in the wing strut lugs have worn so that standard or close tolerance bolts have excess
movement then the wing strut lug (or the whole strut assembly) must be replaced. Note that this type
of wear is unusual. Checking the more common wear modes detailed below is recommended before
replacing strut lugs.
- Carefully measure from a fixed point on the strut to the tip of the strut lug & record the reading.
- Remove the bolts connecting the lug to the strut section.
- Remove the lug from the end of the strut.
- Paint a replacement strut lug with a suitable Epoxy Etch Primer.
- Once the paint has dried, treat the mating surfaces of the lug and the strut with a corrosion
inhibitor such as Duralac.
- Fit the new lug to the strut while the corrosion inhibitor is wet. Carefully measure the position of
the lug relative to the strut to ensure the bolt hole is in the correct position. Note that small errors
here will have noticeable effect on the dihedral angle of the wing.
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- Align the bolt holes of the two strut lugs. This can be visually by fitting a long bolt to both the new
and the old lugs and sighting along the strut to ensure they are parallel. Again, small errors here
will cause difficulty re-assembling the aircraft so care must be taken.
- Match drill the new lug to the strut.
CAUTION
Ensure holes in strut are not elongated, oversized or otherwise damaged during drilling.
De-burr before final assembly.
- Fit bolts and assemble lug to the strut. Apply corrosion inhibitor to the bolts & nuts.
- Re-paint the new lug to match the aircraft colour.
- Re-assemble the aircraft and re-test as detailed in Section 5.12. Ensure a new bolt is used on the
attachment which has been serviced.
If the holes in the wing attachment lugs of the fuselage have worn so that standard or close tolerance
bolts have excess movement then the Aluminium fuselage lugs must be replaced. Note that this
type of wear is unusual. Checking the more common wear modes detailed below is recommended
before replacing fuselage lugs.
- Either remove the wing from the aircraft completely or place on stands as detailed above.
- Remove any upholstery covering the plates inside the cabin.
- Remove the bolts holding the lugs to the fuselage.
- Remove the lugs from the fuselage. These parts are bonded to the airframe with a bed of “Flock”
– cotton fibre flock mixed with Epoxy resin – as well as bolts. Once the bolts have been
removed, use a soft hammer or similar to break the lugs from their flock bed.
- Use a die-grinder remove some of the old flock bed. Do not remove that portion of the bed where
the bolts pass through: this will be used to locate the replacement lugs (See a cross-section of
the lug assembly shown in Figure 35). Leave a portion of the bed approximately 12mm in
diameter around each bolt hole to support the new lugs.
- Dry fit the replacement lugs to check for correct fit. When ordering replacement parts note Figure
34: 2 different model lugs have been used on Jabiru Aircraft; the correct length must be fitted or
dihedral angle errors will occur.
- For J250 & J450 models the hole in the tip of the lug must be reamed to suit an AN5 or AN175
bolt before installation.
CAUTION
Reaming is necessary to achieve proper tolerances. Do not drill.
Figure 34 – Wing Lug Versions (all J-Series)
- Prepare the Aluminium lugs for bonding: Lightly sand bonding faces using 400-grit sandpaper to
remove dirt etc from the surface. After sanding, wipe bonding faces with a rag moistened with
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Acetone to remove any oils. Do not touch boding surface with bare hand after wiping with
Acetone.
- Prepare the fuselage for bonding: lightly sand the bonding faces using 180-grit sandpaper. After
sanding, wipe bonding faces with a rag moistened with Acetone to remove any oils. Do not touch
boding surface with bare hand after wiping with Acetone. Finally, roughen surface again with
180-grit sandpaper & blow off dust using clean, dry air.
- Mix Jabiru Epoxy resin & hardener according to the manufacturer instructions.
- Lightly paint both the fuselage and aluminium lug bonding surfaces with resin.
- Mix cotton fibre flock with the resin to a “gluey” consistency; this mix must be stiff enough to hold
its shape when applied vertically.
- Apply the resin/flock mix to the fuselage and bolt the lugs in place. Ensure 100% coverage of the
lug.
- Ensure the lugs are seating correctly. Fit a bolt through the outboard hole to align the two lugs.
Do not over-tighten: lugs must be parallel.
- Apply a resin/flock bead around the edge of the lugs as shown in Figure 35.
- Wipe off excess flock, clean up and allow to cure.
- When the resin has cured re-fit the upholstery.
- Re-assemble the aircraft and test to ensure the free-play has been removed. Ensure a new bolt
is used on the attachment which has been serviced.
Figure 35 – Bond Details (all J-Series)
If the holes in the stainless steel bushes inserted into the fibreglass wing structure have worn so that
standard or close tolerance bolts have excess movement then they must be replaced as detailed
below:
- Remove the wing from the aircraft or mount it on stands as detailed above.
- If the bush to be replaced is an eccentric type (where the hole for the bolt is not in the centre of
the bush) make a note of the orientation of the original part.
- Use a large soldering iron or similar to heat the bush to around 70°C. This softens the resin
bonding the bush in place and makes removal easier.
- As this bush will not be re-used a large drill bit or rat-tailed file can be used as a screwdriver to
remove the bush from the fibreglass.
- Clean the thread cut into the wing lug fibreglass using a 5/8” UNC or 7/8” UNC tap as
appropriate. Take care to align the tap teeth with the old thread & ensure tap is not crossthreaded
- Note that there are several different styles and sizes of bush – when ordering ensure the correct
part is specified.
- Take a bolt at least 1 size smaller than the centre hole in the bush – i.e. for a ¼” bush use a 3/16”
bolt. Fit the bolt to the bush and affix a washer & nut. Tighten so that the small bolt is clamping
the bush.
- Clean the replacement bush / bolt assembly in an acetone bath. Blow dry using clean air before
installation.
- Mix Jabiru Epoxy resin & hardener according to the manufacturer instructions.
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- Lightly paint both the thread of the fibreglass socket and the stainless steel bush with mixed
resin.
- Mix cotton fibre flock with the resin to a “gluey” consistency; this mix can be left slightly wet & thin
– this will aid penetration into the small voids in the threads.
- Screw the new bush into the wing. Use a spanner on the small bolt to drive the bush. Where an
eccentric type is being fitted ensure it is oriented correctly.
- Ensure that the bush is straight, positioned centrally on the fibreglass lug and not cross-threaded.
Leave to cure.
- Once the resin has completely set the small drive bolt can be removed from the bush. Inspect
the centre bore of the bush and if necessary, clean out any resin using a pick or an adjustable
ream.
- Test fit the new wing attachment bolt. Lightly hand polish bolt before fitting. If the fit is too tight
an adjustable ream may be used to carefully re-size the bore of the bush. The ream must be
adjusted to take a small cut to prevent from turning the bush. Minimum material must be
removed.
- Fit the wing & test the connection for free-play as detailed in Section 5.12. Ensure a new bolt is
used on the attachment which has been serviced.
CAUTION
Do Not apply any load to the bush until it has cured.
Do Not use rapid-set (i.e. 5-miniute) epoxy.
5.22.2 Attachment Point Service – Movement Between Bush & Wing
If the stainless steel bush fitted to the wing has become loose in the fibreglass lug it may be
corrected as detailed below. This is the most common situation causing free-play in wing
installations.
- Remove the wing from the aircraft or mount it on stands as detailed above.
- If the bush is an eccentric type (where the hole for the bolt is not in the centre of the bush) make
a note of the orientation of the original part.
- Use a large soldering iron or similar to heat the bush to around 70°C. This softens the resin
bonding the bush in place and makes removal easier.
- Take a bolt at least 1 size smaller than the centre hole in the bush – i.e. for a ¼” bush use a 3/16”
bolt. Fit the bolt to the bush and affix a washer & nut. Tighten so that the small bolt is clamping
the bush. This allows the technician to use the small bolt to screw the bush in and out of the
fibreglass lug.
- Remove the bush from the wing.
- Clean the thread cut into the wing lug fibreglass using a 5/8” UNC or 7/8 UNC tap as appropriate.
Take care to align the tap teeth with the old thread & ensure tap is not cross-threaded.
- Clean the bush: remove all old resin & paint using a wire wheel or similar. Then place the bush /
bolt assembly in an acetone bath to remove all oils. Blow dry using clean air before installation.
- Mix Jabiru Epoxy resin & hardener according to the manufacturer instructions.
- Lightly paint both the thread of the fibreglass socket and the stainless steel bush with resin.
- Mix cotton fibre flock with the resin to a “gluey” consistency; this mix can be left slightly wet & thin
– this will aid penetration into the small voids in the threads.
- Screw the bush into the wing. Use a spanner on the small bolt to drive the bush. Where an
eccentric type is being fitted ensure it is oriented correctly.
- Ensure that the bush is straight, positioned centrally on the fibreglass lug and not cross-threaded.
Leave to cure.
- Once the resin has completely set the small drive bolt can be removed from the bush. Inspect
the centre bore of the bush and if necessary, clean out any resin using a pick or an adjustable
ream.
- Test fit the new wing attachment bolt. Lightly hand polish bolt before fitting.
- Fit the wing & test the connection for free-play as detailed in Section 5.12. Ensure a new bolt is
used on the attachment which has been serviced.
CAUTION
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Do Not apply any load to the bush until it has cured.
Do Not use rapid-set (i.e. 5-miniute) epoxy.
6 Structures (all J-Series)
A description of and instructions for the maintenance, repair and alteration of the aircraft primary
structures is provided in the following section for each specific structural group
Fuselage – Section 6A
Wings and Empennage – Section 6B
Landing gear and Brakes – Section 6C
Aileron Control System – Section 6D
Wing Flap Control System – Section 6E
Elevator Control System – Section 6F
Rudder Control System – Section 6G
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6A Fuselage
6.1 Fuselage (all J-Series)
The Fuselage is a composite monocoque (self-supporting) structure and includes both the Horizontal
Stabiliser and Vertical Fin.
All repairs must be referred to Jabiru Aircraft Pty Ltd or approved local representative.
6.2 Windshield And Windows (all J-Series)
6.2.1 Description
The windshield and windows are one-piece acrylic plastic panels set in sealing strips with Epoxy
Resin & Fibre Flock. The windscreen and, in some cases, windows are also secured to the fuselage
with screws/nuts.
CAUTION
In the event of a bird strike, the windshield is the only protection for the crew and therefore must
be maintained in excellent condition. Cracks up to 25 mm in length should be stop drilled; those
longer than 25 mm should NOT be repaired – the windshield must be replaced.
6.2.2 Cleaning
Refer to Section 4.1.
6.2.3 Waxing
Waxing will fill in minor scratches in clear plastic and help protect the surface from further abrasion.
Use a good grade of commercial wax (NOT SILICON BASED) applied in a thin, even coat. Bring
wax to a high polish by rubbing lightly with a clean, dry flannel cloth.
CAUTION
Silicon based waxes and polish are not recommended as silicon may be absorbed into the glass
fibre laminate and affect the reparability due to impairing bonding.
6.2.4 Repairs
Damaged window panels and windshield may be removed and replaced if damage is substantial.
However, certain minor repairs as prescribed in the following paragraphs can be made successfully
without removing the damaged part from the aircraft.
The procedure for repairing cracks is only recommended for low stress areas. No repairs of any kind
are recommended on highly stressed or compound curved areas or where repair would be likely to
affect the pilot’s field of vision.
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Required Tools:
- Tools required for the checks listed
Parts and Material:
- Replacement parts if required
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
6.2.5 Scratches
Scratches on clear plastic surfaces can be removed by hand buffing and polishing using Plastic
Polish available from JABIRU as Part No.: NOVUS#2.
NOTE: Rubbing plastic surface with a dry cloth will build up an electrostatic charge which will
attract dirt particles and may eventually cause scratching of the surface. After applying polish,
dissipate this charge by rubbing surface with a slightly damp chamois. This will also remove
dust particles which have collected while wax is hardening.
6.2.6 Cracks
When a crack appears, drill a hole at the end of the crack to prevent further spreading. Hole should
be approximately 1/16 inch in diameter, depending on length of crack and thickness of material. A
slightly dull unfluted drill should be used.
6.2.7 Removal
As the windscreen and windows are bonded into the fuselage, it is not possible to remove them
without destroying them. Once windows have been broken out, any screws used in the original
installation should be removed.
6.2.8 Installation
Ensure all old epoxy resin has been removed from the fuselage sealing strips (around the window
frames).
Check new windscreen for fit. File or grind away any excess material to ensure a close fit. Do not
attempt to cut with any type of saw.
Wet the window frame joggle with raw epoxy resin. Apply a bead of Epoxy & Flock around the outer
edge of the windscreen.
Place windscreen accurately over the sealing strips and locate with one screw top and bottom.
Fit other screws.
Take care not to crack windscreen when installing. DO NOT over tighten screws – cracking will
result.
6.3 ShockWatch Indicator (all J-Series)
The installation of a 5g re-settable ShockWatch indicator is recommended for all aircraft. These
indicators are fitted to any vertical surface of the airframe – such as the seat back, the wing carrythrough beams or “whalebone”. The instrument panel is a suitable location in many cases however
in some aircraft models resonant vibration of the panel can cause a premature trip. A location in
clear view of the crew is recommended for easy monitoring.
When the airframe is subjected to a load of over 5g – such as from a heavy landing, strong
turbulence or rough round roll – the indicator will “trip” and a red dot will appear as shown in Figure
36.
Before beginning an inspection of an airframe the indicator must be inspected. If the red dot is
visible then particular care is to be taken to inspect the parts of the aircraft which can be affected by
vertical overload forces.
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Indicator – set,
ready to use.
Indicator – Tripped,
indicating high g-
force peak. Note
visible red dot
Re-set tool: use to
re-set indicator after
is has tripped
As all possible circumstances cannot be listed here, the following is provided as guidance only. A
critical, trained eye is required and inspections should include, but not be limited to, these items.
- Overall undercarriage: check for bent or damaged nuts, bolts etc. Check for damaged spats or
spat mounting hardware.
- Nose leg – check for bends / cracks. Check rubber has not cracked & rubber shaft is straight.
Check nose wheel yoke & nose wheel housing on firewall have not bent.
- Main undercarriage: check inboard and outboard bolts and clamps for damage and security.
Carefully inspect the leg for cracking or other damage.
- Brakes: check for bent discs, loose or damaged hardware. Check security of brake lines – i.e.
they are strapped to the undercarriage leg and are not rubbing against any sharp objects such as
screws etc.
- Fuselage: check structure surrounding undercarriage mount points for damage including delamination, cracking, buckling etc.
- Propeller tip: check for indications of impact.
- Wings: check for free-play at attachments as detailed in Section 5.12.
Where a tripped indicator is found during maintenance it must be recorded in the aircraft logbook.
The indicator must be re-set before the aircraft is returned to service.
If the indicator trips repeatedly it is recommended that the operator contact Jabiru Aircraft or our
representative to determine a suitable program of additional preventative maintenance.
Figure 36 – ShockWatch Indicator (all J-Series)
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Required Tools:
- Spanners, screw drivers etc
- Drill
Parts and Material:
- Weather strip (if replacement is required)
- Replacement latches (if required)
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
6.4 J160-Type Cabin Doors (all J-Series, n/a J200/J400)
6.4.1 Description
J160-Type cabin doors are those which use the door hinge assembly shown in Figure 37 and the
latch shown in Figure 42. While early J200-family aircraft used a different hinge, later variants are
equipped with “J160-Type” doors.
The doors consist of an outer skin and an inner skin – both made of fibreglass. The door hinges and
latch mechanism are bonded into the door and an acrylic window is bonded in place during
assembly.
6.4.2 Removal And Installation
Removal of doors is achieved by removing the hinge bolts or removing the machined screws that
attach the hinges to the door frame. Refer to Figure 37 below.
6.4.3 Adjustment
Cabin doors should be adjusted so that the door skin fairs with the fuselage skin.
6.4.4 Door Seals
A weather strip is glued around all edges of the door. Apart from excluding wind and water, the
weather strip is important in minimising exhaust fume entry to the cabin. It should be maintained in
good condition and fit at all times. New weather strip may be applied after mating surfaces of
weather strip and door are clean, dry and free from oil and grease.
6.4.5 Door Locks
An optional cylinder and key lock is available. When fitted, the keyed barrel lock is located in the
fuselage at the rear of the Port, Starboard & Rear doors. Spare keys are available to registered
owners on request to Jabiru or our local authorized representative.
6.5 J160-Type Cabin Door Latches (all J-Series, n/a J200/J400)
6.5.1 Description
There is one main latch on each door of a simple spring type. This is complemented by a catch at
the top front quadrant of each door. An assembly drawing of the latch mechanism is provided as
Figure 42 below while the door-top latch is shown as Figure 43.
6.5.2 Removal And Installation
Disassembly and removal of the main latch requires cutting or drilling into the door skins to allow the
removal of the locking pins.
6.5.3 Adjustment
Door latches or their component parts must be replaced if worn or damaged.
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Figure 37 – J160-Type Door Hinge Assy (all J-Series, n/a J200/J400)
Figure 38 – J160-Type Door Assembly (all J-Series, n/a J200/J400)
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Figure 39 – J120-Type Door Assembly (J120)
Figure 40 – J200-Type Door Assembly, J160-Type (J200/J400)
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Figure 41 – J160-Type Rear Door Assy (J200/400, J230/430, J250/450)
Figure 42 – J160-Type Door Latch Mechanism Assembly (all J-Series, n/a J200/J400)
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Required Tools:
- Spanners, screw drivers etc
- Drill
Parts and Material:
- Weather strip (if replacement is required)
- Replacement latches (if required)
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Figure 43 – Top Door Catch Assy (all J-Series, n/a J200/J400)
6.6 J200 Type Cabin Doors (J200/J400)
6.6.1 Description
J200-Type cabin doors are those which use the door hinge assembly shown in Figure 44 and the
latch shown in Figure 47. Early J200-family aircraft used this type of door.
The doors consist of an outer skin and an inner skin – both made of fibreglass. The door hinges and
latch mechanism are bonded into the door and an acrylic window is bonded in place during
assembly.
6.6.2 Removal And Installation
Removal of doors is achieved by removing the hinge bolts or removing the machined screws that
attach the hinges to the door frame. Refer to Figure 44 below.
6.6.3 Adjustment
Cabin doors should be adjusted so that the door skin fairs with the fuselage skin.
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6.6.4 Door Seals
A weather strip is glued around all edges of the door. Apart from excluding wind and water, the
weather strip is important in minimising exhaust fume entry to the cabin. It should be maintained in
good condition and fit at all times. New weather strip may be applied after mating surfaces of
weather strip and door are clean, dry and free from oil and grease.
6.7 J200-Type Cabin Door Latches (J200/J400)
6.7.1 Description
There is one main latch on each door of a simple spring type. This is complemented by a catch at
the top front quadrant of each door. An assembly drawing of the latch mechanism is provided as
Figure 47 below.
6.7.2 Removal And Installation
Disassembly and removal of the main latch requires cutting or drilling into the door skins to allow the
removal of the locking pins.
6.7.3 Adjustment
Door latches or their component parts must be replaced if worn or damaged.
Figure 44 – J200-Type Door Hinge Assy (J200/J400)
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Figure 45 – J200-Type Front Door Assembly (J200/J400)
Figure 46 – J200-Type Rear Door Assy (J200/J400)
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Required Tools:
N/A
Parts and Material:
N/A
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Figure 47 – J200-Type Door Latch Mechanism Assembly (J200/J400)
6.8 Seats (all J-Series)
6.8.1 Description
The JABIRU seats are an integral part of the structure of the aircraft; they are therefore fixed in
position. Forward and upward adjustment can be achieved by placing a cushion behind and/or
under the occupant. The seat pans incorporate crushable foam which is essential in providing shock
absorption in crash conditions. The seat backs are also essential to restrain baggage in crash
conditions.
6.8.2 Removal And Installation
While the upholstery can easily be removed the actual seat structure is integral with the aircraft and
cannot be removed.
6.8.3 Adjustment
Adjustment is via the use of “Booster” cushions.
WARNING
DO NOT MODIFY SEATS.
The seats are an integral part of the structure of the aircraft and must not be modified.
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6.8.4 Repair
As seats are integral to the aircraft structure, any repair must be referred to Jabiru Aircraft Pty Ltd or
our local approved representative.
6.9 Upholstery (all J-Series)
Seat upholstery is provided through slip-on covers. These are easily removed for cleaning and
inspection of the seat structures.
Optional Hood and Cabin lining is available, together with Door Pockets.
All materials used in the upholstery (with the exception of leather) are treated with a flame retardant
to meet the flammability requirements of CS-VLA. This treatment must be re-applied after every 5
washes. Accordingly, whenever an item of upholstery is washed this must be recorded in the aircraft
logbook.
Note: Flame retardant must be applied by an authorized person using an approved compound.
Details are available from Jabiru Aircraft on request.
6.10 Soundproofing
A curtain of soundproofing material is used at the rear of the cockpit/baggage area. This curtain is
attached to the forward rib of the fuselage using velcro straps. Its purpose is to minimise drumming
of the fuselage as well as restricting material falling aft of the curtain and resulting in a severe aft
centre of gravity condition. The curtain should be in place for all flights.
WARNING
Do not stow items behind the sound curtain.
6.11 Safety Provisions (all J-Series)
6.11.1 Seatbelts
Aircraft grade Seatbelts, bolted to the fuselage structure, are provided for both seats. Belts should
be replaced if frayed or cut, latches are defective of stitching is broken. Attaching parts should be
replaced with equivalent parts if excessively worn or defective.
6.11.2 Carbon Monoxide Detector
Carbon monoxide detectors are mandatory for all aircraft fitted with a cabin heater and strongly
recommended for all other aircraft.
Chemical or “black spot” detectors are used. These detectors have a life which starts from the point
at which the detector is removed from its packaging.
Operators must ensure that, where equipped, the carbon monoxide detector fitted to their aircraft is
within its useful life.
6.11.3 Emergency Beacons
Where emergency beacons are fitted they must be maintained in accordance with their
manufacturer’s instructions.
Beacons typically have a useful life based on the type of battery fitted.
Operators must ensure that, where equipped, the emergency beacon is within its useful life.
Testing of the beacon must be carried out in accordance with the manufacturer’s instructions during
scheduled maintenance.
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Required Tools:
Spanners / Socket wrenches
Screwdrivers
Saw horses or other suitable stands with cushions
Long drive punch
Parts and Material:
N/A
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
6B Wings & Empennage
6.12 General
Jabiru Aircraft have a design philosophy and so many parts are interchangeable. For example, a
J170 wing could be fitted to a J120 airframe without modification while the same wing has virtually all
its component parts in common with the J230 wing.
Accordingly, in this section there is a degree of cross referencing – i.e. the J120 section refers to the
J160 wing for details of the control system.
However, as there are subtle differences between models care must be taken when ordering parts to
ensure the correct part is specified. Ensure that all orders to Jabiru Aircraft clearly state for which
aircraft model and serial number the part will be used.
Note: wings have a tag located inside the wing root which details the wing serial number and part
number. Jabiru Aircraft may request this information to ensure the correct parts are supplied.
In addition, in some cases parts which look identical are actually designed for different models and
so have significantly different strength. For example the Series 7 wing is outwardly similar to the
Series 13 but while the Series 13 wing is designed for 700kg and a maximum speed in excess of 150
knots, the Series 7 is designed for 450kg and 120 knots.
CAUTION
Always ensure that the correct part is specified when ordering parts. Provide Jabiru with as
much information about the aircraft (model, S/No. etc) as possible.
6.13 J120 Wings (J120)
6.13.1 Description
The J120-C wing is a semi-cantilever, stressed-skin type with a single main spar. The wing is a
moulded structure with solid foam core that is bonded to the fibreglass skin and spar.
The forward wing attachment is an extension of the forward sub-spar. The rear attachment is an
extension of the rear sub-spar (also known as the wing attachment lug or fork). Both wing
attachments are contained in a reinforced Wing End Plug and bond to the wing skins. The Wing End
Plug distributes load from the attachments to the main spar. Both attachments are through stainless
steel threaded bushes bonded into the attachment blocks.
The wing internal structure is sealed and only needs to be accessed for repairs.
The installation of the control surfaces, control cables etc for the J120 wing uses the same parts,
materials and methods as the other models detailed herein. Therefore, for details of these aspects
of the wing assemblies, Refer to Figure 48 & Figure 49 for earlier aircraft and Figure 50, Figure 51 &
Figure 52 for later variants.
6.13.2 Removal
Wing removal is most easily achieved if two persons are available to handle the wing.
1. Remove wing root fairings.
2. Remove wing strut fairings – top and bottom.
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Required Tools:
Spanners / Socket wrenches
Screwdrivers
Saw horses or other suitable stands with cushions
Long drive punch
Parts and Material:
Wings
Struts
Installation bolts, nuts, washers
Flaps
Wing/Strut fairings
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
3. Disconnect Pitot tube – RH wing only.
4. Unbolt flap control rods – 1 each wing.
5. Remove flap from wing so it does not crush the fuselage when lowering down.
6. Unbolt aileron control cables (2) from rear of control stick horn inside cabin.
7. Remove pin and clamp block from aileron control cable clamps at rear of seat – 1 each seat.
8. With one person supporting wing tip, unbolt top wing strut bolt and lower wing strut to the ground.
9. Lower wing tip to towards the ground making sure you do not crush the underside of the wing on
the fuselage wing root. Rest the wing tip on a saw-horse or other suitable stand.
10. Unbolt and remove front wing attachment bolt.
11. Unbolt and remove rear wing attachment bolt.
Note: It may be necessary to rock the wing slightly while pulling attaching bolt, or carefully use
a long drift punch to drive out attaching bolt.
12. Carefully remove wing by moving it out to clear the aileron cable from the fuselage.
13. Place wing on cushioned structure to avoid damage to wing strut attachment.
14. Unbolt lower wing strut bolt and remove wing strut.
15. Repeat Steps above to remove other wing.
6.13.3 Repair
All repairs must be referred to Jabiru Aircraft Pty Ltd or our approved local agent.
6.13.4 Installation
1. Fit the lower strut attaching bolt, leaving the top end of the strut on the ground.
WARNING
Do Not Tighten nut or metal fatigue may result. Washer must be free to rotate.
2. Fit wing to fuselage, leaving wing tip on the saw-horse and routing aileron cable through hole in
fuselage wing root.
3. Install front and rear wing attaching bolts/nuts.
4. Put top wing strut attaching bolt in your pocket.
5. Lift wing tip and install wing strut to wing strut attachment with bolt from pocket. Install nut.
WARNING
Do Not Tighten nut or metal fatigue may result. Washer must be free to rotate.
6. Attach flap to wing ensuring all bushes are in place.
7. Install bolt/nut in flap control rod.
8. Install bolt/nut in aileron control cable on main control stick horn.
9. Install clamp block and pin in aileron control cable clamp at rear of seat.
10. On RH wing, reconnect Pitot tube.
11. Replace wing strut fairings – top and bottom.
12. Replace wing root fairings.
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J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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Required Tools:
Spanners / Socket wrenches
Screwdrivers
Saw horses or other suitable stands with cushions
Long drive punch
Parts and Material:
N/A
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
6.14 J160 Wings (J160)
6.14.1 Description
The J160 wing is a semi-cantilever, stressed-skin type with a main spar. The wing is a moulded
structure with a series of ribs that are bonded through the moulding process to the fibreglass skin,
fuel tanks and to the spar.
The forward wing attachment is an extension of the forward sub-spar. The rear attachment is an
extension of the rear sub-spar (also known as the wing attachment lug or fork). Both wing
attachments are contained in a reinforced Wing End Plug and bond to the wing skins. The Wing End
Plug distributes load from the attachments to the main spar. Both attachments are through stainless
steel threaded bushes bonded into the attachment blocks.
For details of wing assemblies, refer to Figure 48 & Figure 49 for earlier aircraft and Figure 50, Figure
51 & Figure 52 for later variants.
6.14.2 Removal
Wing removal is most easily achieved if two persons are available to handle the wing.
1. Remove wing root fairings.
2. Drain Fuel out of Quick Drain (Note: This will take some time)
3. Remove wing strut fairings – top and bottom.
4. Disconnect Pitot tube – RH wing only.
5. Unbolt flap control rods – 1 each wing.
6. Remove flap from wing so it does not crush the fuselage when lowering down.
7. Unbolt aileron control cables (2) from rear of control stick horn inside cabin.
8. Remove pin and clamp block from aileron control cable clamps at rear of seat – 1 each seat.
9. Loosen hose clamps from fuel lines & breather tubes between the wing & fuselage.
10. Disconnect fuel gauge sender electrical wires (where equipped).
11. With one person supporting wing tip, unbolt top wing strut bolt and lower wing strut to the ground.
12. Lower wing tip to towards the ground making sure you do not crush the underside of the wing on
the fuselage wing root. Rest the wing tip on a saw-horse or other suitable stand.
13. Unbolt and remove front wing attachment bolt.
14. Unbolt and remove rear wing attachment bolt.
Note: It may be necessary to rock the wing slightly while pulling attaching bolt, or carefully use
a long drift punch to drive out attaching bolt.
15. Carefully remove wing by moving it out to clear the aileron cable from the fuselage.
16. Place wing on cushioned structure to avoid damage to wing strut attachment.
17. Unbolt lower wing strut bolt and remove wing strut.
18. Repeat Steps above to remove other wing.
6.14.3 Repair
All repairs must be referred to Jabiru Aircraft Pty Ltd or our approved local agent.
Aircraft Technical Manual
Jabiru Aircraft Pty Ltd
JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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Required Tools:
Spanners / Socket wrenches
Screwdrivers
Saw horses or other suitable stands with cushions
Long drive punch
10 litres of fuel
Volumetric measuring container
Parts and Material:
Wings
Struts
Installation bolts, nuts, washers
Flaps
Wing/Strut fairings
Type of Maintenance:
Line Maintenance
Level of Certification:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
Return to Service:
L1, L2 or LAME (Owner, A&P or LSA Repairman / Maintenance)
6.14.4 Installation
1. Fit the lower strut attaching bolt, leaving the top end of the strut on the ground.
WARNING
Do Not Tighten nut or metal fatigue may result. Washer must be free to rotate.
2. Fit wing to fuselage, leaving wing tip on the saw-horse and routing aileron cable through hole in
fuselage wing root.
3. Install front and rear wing attaching bolts/nuts.
4. Put top wing strut attaching bolt in your pocket.
5. Lift wing tip and install wing strut to wing strut attachment with bolt from pocket. Install nut.
WARNING
Do Not Tighten nut or metal fatigue may result. Washer must be free to rotate.
6. Connect all fuel lines to wing. Connect wires to fuel gauge sender (where equipped)
WARNING
Ensure no fuel or breather lines are kinked.
7. Put about 10lts of fuel in each tank & check for any leaks.
8. Attach flap to wing ensuring all bushes are in place.
9. Install bolt/nut in flap control rod.
10. Install bolt/nut in aileron control cable on main control stick horn.
11. Install clamp block and pin in aileron control cable clamp at rear of seat.
12. On RH wing, reconnect Pitot tube.
13. Replace wing strut fairings – top and bottom.
14. Replace wing root fairings.
15. Perform a fuel flow test. Disconnect the fuel line from the mechanical fuel pump in the engine
compartment. Have a second person catch any fuel that flows out of the line in a container with
accurate volume marks. Turn electric fuel pump on and pump fuel through the lines into
container. Ensure there is about 1 litre per minute flow rate.
NOTE: After carrying out the fuel flow test, check that both wing tanks are feeding fuel by
blocking fuel from both wing tanks, pumping about a litre out of the header tank, then allowing
fuel to flow from the left wing. The wing tank will gravity feed to the header tank, and it should refill within approximately 1-2 minutes. This must be repeated for the right wing. If a wing is not
flowing correctly, check lines for kinks, blockages & airlocks.
Aircraft Technical Manual
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JTM001-5
J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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Figure 48 – J160 Wing Assembly Sheet 1, Ser X (J160)
Figure 49 – J160 Wing Assembly Sheet 2, Ser X (J160)
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J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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Figure 50 – J160 Wing Assembly Sheet 1, Ser XIV (J160)
Figure 51 – J160 Wing Assembly Sheet 2, Ser XIV (J160)
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Figure 52 – J160 Wing Assembly Sheet 3, Ser XIV (J160)
6.15 J170 Wings (J170)
6.15.1 Description
The J170 wing is a semi-cantilever, stressed-skin type with a main spar. The wing is a moulded
structure with a series of ribs that are bonded through the moulding process to the fibreglass skin,
fuel tanks and to the spar.
The forward wing attachment is an extension of the forward sub-spar. The rear attachment is an
extension of the rear sub-spar (also known as the wing attachment lug or fork). Both wing
attachments are contained in a reinforced Wing End Plug and bond to the wing skins. The Wing End
Plug distributes load from the attachments to the main spar. Both attachments are through stainless
steel threaded bushes bonded into the attachment blocks.
The wing internal structure is sealed and only needs to be accessed for repairs.
The installation of the control surfaces, control cables etc for the J170 wing uses the same parts,
materials and methods as the J160 detailed above. Therefore, for details of these aspects of the
wing assemblies, Refer to Figure 48 & Figure 49 for earlier aircraft and Figure 50, Figure 51 & Figure
52 for later variants.
Some J170 Variants are fitted with Friese ailerons. For these aircraft, refer to Figure 53 for details of
the aileron installation.
Some J170 Variants are limited to a MTOW of 450kg and are fitted with a different wing assembly.
For these aircraft, refer to Figure 54 and Figure 55 for details.
6.15.2 Removal
Refer to Section 6.14 for removal details.
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J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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6.15.3 Repair
All repairs must be referred to Jabiru Aircraft Pty Ltd or our approved local agent.
6.15.4 Installation
Refer to Section 6.14 for installation details.
Figure 53 – J170 Friese Aileron Installation (J170)
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J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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Figure 54 – J170-UL Wing Assy Sheet 1 Ser IX (J170)
Figure 55 – J170-UL Wing Assy Sheet 2 Ser IX (J170)
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6.16 J200 Wings (J200/J400)
6.16.1 Description
The J200 wing is a semi-cantilever, stressed-skin type with a main spar. The wing is a moulded
structure with a series of ribs that are bonded through the moulding process to the fibreglass skin,
fuel tanks and to the spar.
The forward wing attachment is an extension of the forward sub-spar. The rear attachment is an
extension of the rear sub-spar (also known as the wing attachment lug or fork). Both wing
attachments are contained in a reinforced Wing End Plug and bond to the wing skins. The Wing End
Plug distributes load from the attachments to the main spar. Both attachments are through stainless
steel threaded bushes bonded into the attachment blocks.
The wing internal structure is sealed and only needs to be accessed for repairs.
The installation of the control surfaces, control cables etc for the J200 wing uses many of the same
parts, materials and methods as the J160 detailed above. Therefore, for details of these aspects of
the wing assemblies, Refer to Figure 48 & Figure 49 for earlier aircraft and Figure 50, Figure 51 &
Figure 52 for later variants.
6.16.2 Removal
Refer to Section 6.14 for removal details.
6.16.3 Repair
All repairs must be referred to Jabiru Aircraft Pty Ltd or our approved local agent.
6.16.4 Installation
Refer to Section 6.14 for installation details.
6.17 J230 Wings (J230/J430)
6.17.1 Description
The J230 wing is a semi-cantilever, stressed-skin type with a main spar. The wing is a moulded
structure with a series of ribs that are bonded through the moulding process to the fibreglass skin,
fuel tanks and to the spar.
The forward wing attachment is an extension of the forward sub-spar. The rear attachment is an
extension of the rear sub-spar (also known as the wing attachment lug or fork). Both wing
attachments are contained in a reinforced Wing End Plug and bond to the wing skins. The Wing End
Plug distributes load from the attachments to the main spar. Both attachments are through stainless
steel threaded bushes bonded into the attachment blocks.
The wing internal structure is sealed and only needs to be accessed for repairs.
The installation of the control surfaces, control cables etc for the J230 wing uses many of the same
parts, materials and methods as the J160 detailed above. Refer to Figure 56, Figure 57 and Figure
58 for details.
6.17.2 Removal
Refer to Section 6.14 for removal details.
6.17.3 Repair
All repairs must be referred to Jabiru Aircraft Pty Ltd or our approved local agent.
6.17.4 Installation
Refer to Section 6.14 for installation details.
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J120, J160, J170, J200/J400, J230/J430, J250/J450 Variants
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Figure 56 – J230 Wing Assembly Sheet 1, Ser 13 (J230/J430)
Figure 57 – J230 Wing Assembly Sheet 2, Ser 13 (J230/J430)
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Figure 58 – J230 Wing Assembly Sheet 3, Ser 13 (J230/J430)
6.18 J250 Wings (J250/J450)
6.18.1 Description
The J250 wing is a semi-cantilever, stressed-skin type with a main spar. The wing is a moulded
structure with a series of ribs that are bonded through the moulding process to the fibreglass skin,
fuel tanks and to the spar.
The forward wing attachment is an extension of the forward sub-spar. The rear attachment is an
extension of the rear sub-spar (also known as the wing attachment lug or fork). Both wing
attachments are contained in a reinforced Wing End Plug and bond to the wing skins. The Wing End
Plug distributes load from the attachments to the main spar. Both attachments are through stainless
steel threaded bushes bonded into the attachment blocks.
The wing internal structure is sealed and only needs to be accessed for repairs.
The J250 family wings are different to the modular wing families discussed above. While major parts
(ailerons, flaps etc) are different, similar principles and procedures are used while the hardware used
– hinges, nuts bolts etc are the same. Figure 59 and Figure 60 refer for the overall assemblies while
details are as shown in Figure 48 & Figure 49.
Note that early example of this wing type used plain flaps - where the flap is similar in cross-section
to the aileron and pivots on simple hinges built directly into the trailing edge of the wing (Figure 59).
Later versions used slotted flaps similar in design to those used on all other Jabiru wings (Figure 60).
6.18.2 Removal
Refer to Section 6.14 for removal details.
6.18.3 Repair
All repairs must be referred to Jabiru Aircraft Pty Ltd or our approved local agent.
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