Tempest currently manufactures only 18mm spark plugs.

1. A correctly functioning pump creates a vacuum in the system lines, so when the pump fails (due to wear or from FOD which has entered pump) the carbon rotor and vanes break into very fine pieces which can be sucked back up into the inlet hose. It is very important to remove the inlet and outlet hoses from the aircraft and clean them out thoroughly, making sure to remove all particles. It is imperative to clean the entire system after a pump failure. By doing so you will eliminate the chance of premature failure by your new replacement pump as a result of carbon FOD from a previously failed pump entering your new system.
2. After you have installed the new replacement pump, check and make sure the aircraft vacuum system is working properly. A faulty regulator , dirty vacuum pump filter, or a crimped or partially collapsed hose which causes a restriction in the system can force to pump to work harder, causing premature failure.
   
   
3. If your aircraft engine has high time, go ahead and replace the oil seal in the engine case where the pump mounts. The area could be dry now, but the seal could start leaking in just a few hours causing oil contamination in your vacuum pump, making it inoperable. Less than $10 dollars spent here could save you hundreds of dollars later.

Tempest oil filters use media with a 40-micron rating.

Lithium batteries require no maintenance such as adding liquid, worrying about freezing in subzero temperature, or the heat of summer damaging them. Just be sure the terminal connections are tight and free of corrosion. If you have a vehicle that has a drain even if the key is off, (Harley’s definitely do) then you will need to charge them every 1-2 months of inactivity (depending on how much of a draw there is determines the length of time it can sit) by putting a charger until it shows fully charged. If at any point your battery is less than 13.28V, it is in a discharged state and needs to be charged. Any battery left in a discharged state can and will be damaged or life shortened.

We recommend 16-18 ft lbs. of torque or tighten by hand plus a quarter turn.

All batteries have a life span, even if left in the box and never used. Time is a factor even if properly cared for, eventually, all batteries die. An EarthX battery is rated for up to 6 years if properly maintained, which means it is not left in a discharged state (below 13.28V); used in a properly functioning charging system; used with a proper charger; not shorted; and proper temperature ratings have been followed. All batteries will self discharge and depending on the amp hour of the battery, and its temperature it is stored in, the level of discharge and amount of time are variable. Always keep your lithium battery above 13.28V for longest life.

This is a question that doesn’t have a definitive answer. Oil can be consumed or lost by three different routes in an engine: the rings, leaks and valve guides. In a good, tight engine, there should be very little oil consumption or loss by the guides and none through the leaks. That leaves the rings as your primary concern. The amount of oil going by the rings will vary depending on cylinder type and break-in process. 

Assuming that the cylinders were broken in properly, oil consumption can still vary depending on the type of service and how the aircraft is flown.  Even two identical engines (like on a twin), operated the same way, may have different oil consumption rates.  So what’s right?  Engine manufacturers state that oil consumption of up to a quart an hour is acceptable on some models.  (Some manuals for large radials say that anything over six gallons an hour is excessive.) 

The best answer is that oil consumption will be at a certain level for each engine. Consumption changes shouldn’t be compared to an absolute level, but rather to the level that your engine sets historically.

Height. Over the years aviation oil filters have gotten shorter to help with installation in tight spaces. The dash two filter by Tempest is the shortest of the certified aviation oil filters on the market.

Unlike Cold Cranking Ampere (CCA), the Pulse Cranking Ampere (PCA) rating does not have an “official” definition by the automotive industry. CCA tests are done at 0 deg F with a 30 second discharge time which is unrealistic for most motorsport vehicles. PCA is a measure of battery discharge amps for <10 seconds at 77 deg F (25 deg C). Our manual shows the CCA and PCA rating of each battery. The CCA rating is most important for snowmobiles due to the colder temperatures.

Over the years, a number of oils have come and gone. Most new products perform great in one bench test or another, or even in a short-term engine test. But loboratory conditions may not duplicate real world conditions. The best way to judge an oil is to see how it performs in actual service, under real world conditions. 

Some of these conditions may include sitting for weeks at a time, starting in less than ideal conditions, and flying on days that your mother would have told you to stay home. Oils with a proven track record, like AeroShell oils, can be counted on to deliver top performance year after year.

Please visit the Technical Data portion of our website to find our articles on best cleaning practices.

There are two types of cloth that work well to prevent scratching on plastics.

The first is the synthetic micro fiber cloth. This soft supple fine matrix cloth will do an excellent job of protecting the acrylic surfaces. The down side of this cloth is that it is expensive and the wax and polymers used in plastic cleaners do not wash out well. The microfiber cloth will have to be thrown away when the wax and dirt buildup prevents a streak free surface.

The other cloth that works well is soft cotton cloth, with the best construction being T-shirt material. The fluffed soft cotton fibers have layers that isolate dust and dirt well from the cloth surface and they can be used many times. The cost is low enough that you can just throw them away when they get contaminated.

Tempest created the Spin EZ oil filter to make installation and removal easier and more efficient. A patented solid seal lubricant is applied to our oil filter gasket during manufacturing and requires no oil or DC4 compound prior to installation; making the removal process of a stuck filter a thing of the past.

Leaking fuel or oil through the fuel pump overboard drain line indicates the rotary seal is running dry or contamination happened in the field. Your fuel pump should be replaced before further flight.

Fluctuating fuel pressure can be the result of the following:

1. A worn fuel pressure gauge
2. A worn or broken O-ring on the inlet side fuel fitting
3. An obstruction in the induction system (air intake)
4. A clogged or dirty fuel strainer
5. Foreign material inside the fuel body (such as fuel cell sealant, thread sealant, or a drill shaving)

The most common reasons for low fuel flow/pressure are the following:

1. A worn or broken O-ring on the inlet side fuel fitting can cause an inlet suction leak. An inlet air leak will result in low Fuel Pump output pressure.
2. A weak operating spring in the Fuel Pump diaphragm assembly
3. A worn fuel pressure gauge
4. A clogged fuel vent or fuel cap
5. A constriction in a fuel line either externally (a kinked hose), or internally (due to a collapsed hose lining)
6. Wrong fuel pump for the installation

A good core retunr for a factory overhauled Slick Magneto is going to be a current series 4300 or 6300 Slick Magneto. If a new Slick Magneto is purchased, then older series Slick Magnetos can be considered for credit on a case by case basis. 

First, if you’re “breaking in” your engine on mineral oil during the winter, always take extra precautions to ensure that the engine is properly preheated prior to flight.  For example, if your service bulletins recommend preheating the engine whenever the temperature is below 20°F, you may want to increase that to 30-35°F when using straight mineral oil. 

Another concern is that mineral oil is more prone to oil cooler plugging at low temperatures.  This is especially critical on aircraft used for high altitude flight where temperatures are even lower.  If an aircraft is going to be broken in during the winter or at high altitudes, you should consider using a winterization kit.  The kit will reduce airflow through the oil cooler and reduce the chance of oil cooler freeze-up.  (However, be sure to remove the winterization kit when it’s no longer needed.) 

During winter break-in and high altitude flight, pilots should also be especially observant of their oil temperature and pressure.  If the oil pressure or oil temperature moves significantly up or down in flight, you may be experiencing oil cooler plugging or bypassing.  If this occurs, you should take appropriate action.

Oil fouling is indicated by oily, wet deposits and frequent misfires. Causes can include damaged pistons, worn or broken piston rings, worn valve guides, sticking valves, faulty ignition supply or an engine during break-in period.

Indicated by hard ash-type deposits, lead fouling can be caused by poor fuel vaporization due to cold operating temperatures or high-lead content in the fuel (misdistribution of tetraethyl lead). Lightly fouled plugs can be cleaned, re-gapped, tested and reinstalled using a new copper mounting gasket. Severely fouled plugs should be replaced with new Tempest® spark plugs.