A number of pilots have asked this question. The answer is a definite no. When Shell first started evaluating multigrade aviation piston-engine oils over 25 years ago, testing proved that multigrades formulated only with mineral base oils did not have adequate base oil viscosity (thickness) to properly lubricate all high load points in the engine. Then we tested and flight evaluated a formulation made with all-synthetic base oils.

This formulation had excellent antiwear characteristics in all tests run. However, in the flight evaluations, some engines would reach 600 to 900 hours, then lose oil consumption control and/or compression. When the engines were disassembled, we found that the piston rings were covered with a gray tacky substance that was primarily made up of the lead by-products of combustion (from the use of leaded aviation gasoline).

Although synthetics are excellent lubricants with good high temperature stability and very good low temperature flow characteristics, they are relatively poor solvents.

In an aircraft engine, the lead by-products of combustion must be dissolved by the base oil so they can be carried away from the ring belt area and removed from the engine when the oil is changed. Anticorrosion, antiwear AeroShell Oil W 15W-50 is formulated with 50% synthetic base oils to give it the excellent low temperature flow needed for quick lubrication during cold starting. 

The synthetic base oils, along with the unique antiwear additive system, give it antiwear protection unequaled by any other product on the market. In addition, its mineral base oils provide lead absorbency to guard against ring sticking and excessive sludge. The bottom line: The synthetic component of AeroShell Oil W 15W-50 will not harm your engine. Instead, it gives you the best of both oils.

Aircraft windshields and windows are made from a hard durable MIL standard acrylic plastic that has a long service life. However, they are still plastic and can be damaged if not cleaned properly. Aircraft windshields and windows are not only expensive, but changing them takes a lot of expensive labor. Paper towels are made from a matrix of processed wood fibers that can be hard enough to scratch plastic. Paper towels will not damage the acrylic every time they are used, but consistently using them will eventually give you little fine scratch defects that refract light differently than an adjacent smooth surface. The small differences in light refraction will obstruct and distort your view.  

Dust is made up of many little abrasive particles so it is important to isolate the dust particles from the windshield as you wipe. The softer and more expanded the cloth material is, the greater the tendency for the cloth to absorb the dust particles isolating them from the cloth surface. In other words, the dust particles can go deeper into a soft fiber matrix as compared to a harsh hard fiber matrix of paper towels. Dust and dirt particles tend to collect on the hard paper towel surface giving it a sandpaper effect. Gently feel a paper towel surface. Gently feel a T-shirt or micro fiber cloth. The surface hardness is very noticeable. 

In summary, there are really two differences in a paper towel and a soft fiber cloth. One difference is the hardness of the actual fiber and the second is the ability of the fiber matrix to absorb dust particles away from the fiber surface. 

YES!! MT manufactures propeller systems for hundreds of applications and they even custom design and build props for experimental and aerobatic planes. Call for more information.

It is not required to service both aircraft magnetos at the same time but it is a good idea to keep the pair of magnetos on the same maintenance schedule to avoid additional down time in the future.

This is not recommended to be used inside light aircraft fuel tanks. This is not an area wehre ACF-50 was designed. It would mix with the fuel and can cause other issues. 

No. Most of the metallurgy in the valve train of aircraft engines was designed to be operated on leaded fuels. Even 80/87 engines were designed for fuels with 0.5 gram per gallon lead.  Experience has shown that the lead level in aviation gasoline is especially critical during break-in. So, if you’re breaking in a new or an overhauled engine, make sure you use a leaded 80/87 or 100/130 low lead aviation gasoline for at least the first 50 hours of operation. Some fuel suppliers sell an unleaded 80/87, so make sure you're getting leaded gasoline for breaking in your engine.

Here are some eligibility search tips:

• If you do not know your serial number, you can just select your aircraft make and model.
• The model you select must be specific: a 172 is not the same as a 172B.
• Serial numbers must be complete: for example, 15073660 cannot be entered as 73660.
• Hyphens in serial numbers are optional: for example, 28-7325001 and 287325001 are considered equivalent.
• For web browsers with JavaScript enabled, you do not need to click the Submit button when you select a make or model. After typing a serial number, you do need to click the submit button.
• Due to the limitations of our product database, some parts that are eligible for your aircraft may not appear on the returned list of products when your aircraft make, model, or serial number is selected. If you can't find what your looking for, please call or email us.
• Due to the possibility of error in eligibility data and the possibility of non-standard aircraft configurations, McFarlane Aviation, Inc. cannot be responsible for application of our products. The user of the products must verify correct eligibility and function of our products.

According to the Slick Magneto by Champion Overhaul Manual L-1363F, the magneto should be overhauled at TBO, lighting strike, prop strike, sudden stoppage of the engine and immersion of the aircraft. 

Yes, one kit will do both the left and right main landing gear doors.

There are many different installations that were used for the different Cessna models. Please consult your applicable Service/Maintenance Manual and Illustrated Parts Catalog for the proper location for your specific aircraft.

Although PROP GUARD has been successfully used by some customers on non-certified aircraft with composite propellers, it is not FAA approved yet for applications not listed on the FAA Approved Model List.

P/N MCSK100 Flap Roller Service Kit replaces the aft wide roller assembly, and only the aft wide roller. Please consult your applicable Service/Maintenance Manual and Illustrated Parts Catalog for the proper location for your specific aircraft, and the STC SA01074WI.

Yes, this is normal. A lithium battery can and will accept a much higher charging current than an equal size lead acid battery. If your battery is not fully charged, your alternator can potentially output a current equal to or slightly above the alternator’s rating for a few minutes to top the battery off. Your fuse, breaker, or current limiting device should be sized approximately 20% above the alternator rating. Example, if you have a 40 amp alternator, use a fuse, breaker, current limiter set to 48 amps (or 50 amps).

122 tooth gear rings have a "v" shape, whereas 149 tooth gear rings have a "u" shape. Be aware that just because your aircraft (or engine) is supposed to have a certain ring gear doesn't necessarily mean that it does. You should always confirm and order the correct starter to match. 

Curtis Superior and SAF-AIR valves are designed for installation in a standard NPT port for NPT threaded valves or an AND-10050 style port for UNF threaded valves. Use a thread sealant or Teflon tape on pipe threaded valves. Never allow any thread sealant on the first thread . This will prevent contamination of the fuel system. Refer to aircraft manufacturer's torque specifications for the aircraft in which it is being used.

Replace the rubber seals as per the aircraft manufacturer’s recommendations or every ten years when no guidance is given. McFarlane stocks replacement seals and seal kits for both Curtis Superior and SAF-AIR valves. The new Curtis valves use a O-ring type seal instead of the flat seal that was previously used. 

SAF-AIR valves are designed to be disassembled and the O-rings replaced. Over time, if the valve should start to leak, check to make sure the drain valve is tight. If drain valve is found to be tight, then check the O-rings. All O-rings used are buna "n", MS29513 Style, MIL-P-5315. SAF-AIR O-ring seal kits are available for most of their valves. Add a "K" or "-K" suffix to the valve part number.

Never have a hose attached in flight to the oil drain valve. Engine vibration and the additional attached mass can cause premature seal and valve wear which could result in valve failure and a loss of engine oil.

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.