Jabiru Gen 4 Aircraft Engines, Arion Aircraft, Jabiru Engine Sales, Service, Parts.
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- Опубликовано: 28 авг 2024
- Jabiru Gen 4 Aircraft Engines, Arion Aircraft, Jabiru Engine Sales, Service, Parts.
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Jabiru Aircraft Engines Enters New Generation of U.S. Representation
After earlier news about the change of representation for Jabiru aircraft, a fresh announcement was made as Sun ‘n Fun 2018 was about to start. “Arion Aircraft, LLC has been appointed North American Distributor for Jabiru Engines, firewall-forward kits, and engine parts,” according to a joint press release issues by all parties to the arrangement. The new deal is effective immediately.
“Jabiru North America, Arion Aircraft LLC of Shelbyville, Tennessee has been appointed as the North American importer and distributor for Jabiru Engines, FWF Kits and Jabiru Parts. Arion Aircraft will be the exclusive importer and market the full line engines and parts manufactured in Australia by Jabiru Aircraft Pty, Ltd.,” the news stated.
Arion Aircraft is the builder and marketer for the Lightning SLSA and kit-built models as well as a model outside the LSA parameters.
Jabiru of Australia reports sales of more than 2,000 aircraft and 6,000 engines world-wide since 1988, with Jabiru engines powering many popular experimental aircraft in America.
Pete Krotje, owner of Jabiru North America stated: “Arion Aircraft has been a Jabiru Service Center for many years. Their experience makes this a perfect fit to advance the sales of Jabiru brand power products throughout North America. I’m eagerly looking forward to the energy and creativity that Nick Otterback and Arion Aircraft will bring to the Jabiru engine fleet in North America.”
“Arion Aircraft has assumed all North American sales and marketing activities for the Jabiru Engine product line at our Shelbyville, Tennessee location at KSYI airport,” said Nick Otterback, the owner of Arion. He added that all new engine and parts inquiries and orders will be directed, fulfilled and delivered through Arion Aircraft.
“This complements our existing kit and LSA aircraft manufacturing business,” Nick clarified. “The majority of the nearly 200 kit and LSAs we have produced are powered by Jabiru engines giving us substantial experience with the Jabiru product line.”
Nick said his enterprise will offer repair and maintenance services for Jabiru engines as well as Jabiru Aircraft from the former Jabiru North America location (located next door to Arion Aircraft). “We’re really excited about Jabiru’s new Gen IV engine and the benefits it will offer amateur builders.” Pete Krotje will continue to help with Jabiru technical support as Arion adds the Jabiru engine business.
Nick did stress, however, “We are not taking over Jabiru North America. That business is closing along with Pete’s retirement.”
Pete Krotje (left) is taking a well-deserved retirement after almost 20 years of representing Jabiru aircraft and engines.
Pete Krotje and his Jabiru North America operation have been the Jabiru importer for North America for 19 years and was a founding member of Arion Aircraft, LLC. Nick Otterback is the chief designer of the Lightning airplane and has worked with Pete for 15 years in the Jabiru and Arion Aircraft businesses.
Scott Severen of US Sport Planes said the announcement poses no change for his company to pursue sales for new Jabiru aircraft; his company is also displaying at Sun ‘n Fun 2018. He will work closely with Nick and Arion as both new endeavors move forward and as Pete Krotje begins to enjoy a well-deserved retirement.
www.flylightning.net
I have a 2200j motor in my Jabiru LSA55/3J and have had no issues with my engine. I service it regularly and look after it and it is sweet. I fly vast distances here in Australia with it and don’t doubt the motor with these missions. I only use 100LL.
I built a RANS S6 some years ago using the Jabiru 3300. I liked it much better than the Rotax most S6 builders used. At least it didn’t go clunk clunk when it stopped. My only issue was the poor cooling design recommended by Jabiru. Indeed many people were reporting cooling problems in those days. Jabiru focused on keeping the oil cool wit lots of air directed at the fluted oil pan. Instead I fo used air on the cylinders reasoning that there was a higher temperature difference and cooling should be accomplished before the oil heated up. I also made sure the exit airflow was designed to maximize airflow. My design looked almost precisely like a Lycoming design. I never had any issue with cooling and I live in the Arizona desert.
I prefer direct drive engines because they don't sound like vacuum cleaners generally, but have always been very reluctant to fly anything with Jabiru because of many engine failures I know off here in Australia. They got pretty close to being shut down by CASA as far as I heard at one stage.
That is NOT quite the way it was. I would suggest watching ruclips.net/video/250TMFHlreE/видео.html for the correct story.
The Ultralight Flyer
@@ultralightnews why would this engine fail. it is a copy of a copy of a copy.
My current plane (Skystar Pulsar III) was built with a Gen III 2200. My previous plane was built with the Rotax 912ULS. Each has their strengths and their compromises. I've been watching Viking, Aeromomentum and Apex (Edge Performance) Yamaha conversion engines with great interest because I really really really don't like carburetors. And balancing CHTs on these air cooled engines is a futile endeavor. But the form factor of the Jabiru is hard to beat for slick, sporty airframe designs like the Arion Lighting and the Pulsar. Only about 5 or 6 inches above the prop flange centerline is required for clearance of a low, slender, efficient upper cowl. Flying tractors like Zenith, Rans and Cub clones have an acre of firewall and frontal profile to contain anything you want but I keep considering an upgrade to the new 3300 mostly because it is shaped to fit perfectly in the Pulsar's sporty cowl. If it was only fuel injected, it would be perfect.
FoesFlyDennis what do you think of UL? I don’t know much but I think they’re fuel injected and fadec
Luv my Jab3300. It's an older Gen 2 - but if I ever have to replace it - will go with the Gen 4 in a heartbeat.
2 questions: 1) please go in extreme detail regarding if I can use shell gas station MoGas 91 or 93 octane in my Jabiru 2200 since AvGas is not easy to come by for me in rural Ontario Canada. 2) I want some extra power from my 2200, please let me know if any bolt on modifications to squeeze some extra power, other than getting a ground adjustable prop. Need just a little more power for attaching amphibious floats and take off with extra drag on water. Your time is greatly appreciated! Looking forward to your response
"The only way we know that is because we can run a little more prop" Don't they run these things on a Dyno?
You have to remember people don't all ways see things the same way
@@terriecotham1567 What does that mean?
Jab donks only have neg issues due operator error! My 2.2L runs like a Swiss watch cause I look after it!
I hope these guys are at Oshkosh this year
He said you could use mogas 91!!, It's very well known that jabies have detonation problems, no wonder why so many through bolts failures.
Unless my computer setup is suddenly malfunctioning, your left and right audio channels are flipped
Did going to cast from billet save the customer any money on purchase cost?
It would be nice if they could get those engines to run on automotive fuel and add fuel injection.
Justin S. You need to be a better listener.......
@@DylanClements98 can you elaborate on this please - to confirm, you do in fact use MoGas 91 or 93 octane in your Jabiru 2200? I don't have access to AvGas here in rural Ontario Canada, hence why I am inquiring. So you are saying 91 or 93 MoGas in my 2009 Jabiru 2200 with work? Can I mix seafoam in it or an octane booster as well or not recommended? Change oil more if MoGas is used? What good quality oil should I use? Thanks. Looking forward to hearing from you.
If you sale engine how we connect
harganya berapa bos
Can you spell disingenuous? There have been multiple technical issues with these motors and the company has ducked responsibility. They won't even tell you which motors are prone to which failure, you just take your chances. Overheating, premature overhauls, bolt failures, valve failures, rocker wear, oil consumption etc etc. The company needs to recall all the old engines and replace them with Gen 4, if they don't they will learn the hard way in court. The USA won't allow mfg to skate when it comes to failures of aircraft engines.