Jabiru

[C-GBVK]

Bonjour
En Australie ,consultation sur limitation d'usage des moteurs Jabiru ?

http://www.aerovfr.com/2014/11/limitati ... rs-jabiru/" onclick="window.open(this.href);return false;

André

[Jacques3012]

Est-ce que les moteurs Jabiru vendu ici sont construit de la même façon ?

J'aurais aimé qu'ils parlent des problèmes qui reviennent constamment.

Jacques3012

[Louis_greniier]

Australia’s Own – Light Sport Aircraft
Jabiru Aircraft Pty Ltd Phone: (07) 4155 1778
PO Box 5792 Fax: (07) 4155 2669
Bundaberg West QLD 4670 International Ph: + 64 7 4155 1778
Australia International Fax: +64 7 4155 2669
E-mail: info@jabiru.net.au A.B.N. 17 010 910 07
To Whom it May Concern,
The basis of the meeting with CASA was in essence to say that our engine
incident rate was higher than Rotax based on flying hours and this was the sole
basis for punitive action.
CASA refused to recognise our overall safety in regard to fatalities and serious
injury where we have an outstanding record. We tabled statistics from the United
States which showed us to be the safest LSA aircraft in the United States. This
was disregarded. You may see these statistics at the following link.
http://flightdesign.com/files/Media/The ... nsumer%20-" onclick="window.open(this.href);return false;
%20LSA%20Accidents.pdf= Similar statistics don’t seem to be collected in
Australia or they are being withheld.
CASA stated that they had not researched the engine failure rates in any details to
ascertain if the failures were the result of operational, maintenance, or design
related factors. They did not release to Jabiru the actual statistics they had on
hand of engine failure rates. There is no international standard for the reliability of
piston aero engines and to compare one manufacturer with another is without
precedent. CASA also stated that there had been a spike in the incident rates on
Jabiru engines. This statement was refuted by the RAA who had on hand data
that showed there was no spike and this was tabled at the meeting. The fact that
CASA states that Rotax statistics are better than Jabiru statistics is not a point of
law and cannot be enforced under law.
Our own research indicates two failure modes, through bolt failures and valve train
failures which are the major contributors to the statistics. Our research and
statistics also reflected that the majority of these failures occurred in hard working
flying schools using 2200 engines. Engines used for private applications have
virtually no through bolt failures on our records. Our latest research and statistics
tell us that the introduction of roller cams has to date eliminated valve train failures
and the introduction of 7/16 through bolts in production engines has to date
eliminated through bolt failures. We have also introduced valve relief pistons which
do not allow a stuck valve to impact the piston. These pistons are now standard
and have been used on all overhauls and repairs since August 2013 and were
introduced to production in October 2013. We are also upgrading engines to the
current spec at owners request at major service intervals such as top end
overhaul. CASA were intently interested in our analysis and research which
justified the introduction of the latest modifications. To this end they have agreed
to come to Bundaberg and review our engineering development. We welcome this
move.
The problem is getting smaller by the day. It should be put in to perspective that
the incident rate quoted by the RAA has been 0.03% in some 90,000 movements
of Jabiru Aircraft which is a very low number and translates to 1 in 3,300 take offs.
Our own research and statistics establish that if we eliminate through bolt and
valve train failures the statistics may very well be more favourable than Rotax.
Our engineering efforts over the last three years have been to address
predominately these two failure modes that developed after years in the field.
Several Service Bulletins have been issued however we have no way of knowing
the take up rate of these Service Bulletins.
We are in the process of implementing contacting every flying school to ascertain
the configuration status of each Jabiru engine they operate. We will then suggest
individually a preventative program.