What is "breaking in" of engine?
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.
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What does P/N MCSK100 roller upgrade kit do?
The Cessna Service Bulletin SEB95-3 describes damage to the flap support arms from the edges of the rollers cutting into them as the flap rollers rotate. Cessna fixed the roller end wear problem on the forward roller locations by installing a thin stainless steel wear washer between the roller and the flexible flap arms.
The aft roller location is more difficult as it is up in the flap structure and is rigid. The flap support arms will not flex open for the addition of wear washers like the forward roller location. The aft long roller position has the same wear problem as the forward roller locations. Since there is not room to install a wear washer with the existing roller, McFarlane designed a roller slightly shorter in length that allows room for wear washers on each end of the roller. The wear washers are designed with a step in them to make them an assembly that is easier to install.
Note that the upgrades do not change the aft narrow roller and shims/spacers that control the flap lateral end play. P/N MCSK100 only replaces the unprotected long aft roller(s) on each flap. Replacing the flap arms that have excessive wear is very expensive and time consuming. MCSK100 stops any further flap support arm wear.
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Should I buy a 3" roll or a flat sheet of Cowl Saver baffle seal material?
McFarlane recommends the Bi-Flex laser scored Cowl Saver baffle seal material for aircraft that have fairly straight baffling and cowl lines. There is no strip baffling material that works well for sealing a curved cowling. You can cut wedges out in the strip and stretch the outer edges or overlap it, but the best fit for a curved baffling is to cut a curved piece out of a flat sheet. Many customers order both the Bi-Flex roll and a flat sheet to give the best and easiest installation possible. You will then have enough material to do several airplanes.
Please also read Customized Flexibility for Optimal Cooling.
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Does the SAL 12-70 kit come with all necessary STC paperwork?
Yes, the STC paperwork is included in the box.
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How do I know if the BMC kit will fit my aircraft?
It is critical the owner or maintenance shop obtain a PN off the brake master cylinder assembly, not from the IPC manual.
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What is Bi-Flex and will it cost more than standard baffle seal material?
McFarlane manufactures a patented, Teflon-bonded, reinforced silicone rubber baffle seal material that gives you 30 times less friction on one side. Bi-Flex is our trade name for the laser scoring of this material to give maximum flexibility only where it is needed. For more information, please read Customized Flexibility for Optimal Cooling.
Yes, Bi-Flex costs 25% to 50% more for the extra processing and it will take a little longer to install, but this cost is small compared to the cost of cowling repairs and other damage from the engine movement that is transferred into the cowling and airframe. You will see a drastic reduction in cowling wear, cracks, and fastener fretting. You will also see a lot less cracking and damage to the metal engine baffles.
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I noticed an expiration date on the box of PROP GUARD, what components of the kit expire?
Both the adhesive on the boot and adhesion accelerator expire.
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How do I know which Piper seat adjustment spring to purchase?
Aircraft make, model and serial number are not sufficient to ensure the correct replacement spring as many aircraft may have been originally equipped with either one or retrofitted with a conversion kit. If the spring you are replacing is marked with a brand name (e.g. P.L. Porter or Stabilus) the correct replacement is readily identified. The coil spring/hydraulic style are also identifiable by a 1¼" diameter visible coil spring. The thread may also be measured to verify the correct identification.
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How do I repair a damaged cowl before installing Cowl Saver?
There are several ways of repairing worn cowl surfaces. Epoxy fill is sometimes used for minor wear, or flush or double flush riveted aluminum doubler plates can be formed and installed over the damage. McFarlane has a high temperature (400deg F) sandable two part epoxy with an aluminum filler that works well for filling minor cowl skin defects; please see P/N 20 GLUE KIT. Consult with your A&P mechanic for the best repair solution for your aircraft.
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I don’t think enough adhesive was supplied with my SAFE-HEET. Can you send me more or can I use the silicone adhesive?
The amount of adhesive contained in each kit is enough to do one installation and offers better thermal heat transfer than using a larger quantity. The adhesive should be thin, if there is no adhesive 1/8” from the edge of the pad it will not be a problem because our adhesive is totally resistant to solvents or oils. Sealing the edges is not necessary. Using silicone adhesives will allow the heat pad to come loose because silicone is not resistant to solvents or oils. If you feel you need more adhesive, we will send you more at no charge upon request.
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Due Plane Power generator to alternator kits come with a belt or do you use the current belt?
Per the supplier, customer will use their current belt.
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Why should I purchase the Cowl Saver Scoring Tool, P/N TOOL120, if the Cowl Saver material is already scored?
McFarlane uses a laser to score the Bi-Flex Cowl Saver material to approximately 40% of the strip width. This works well for assuring a great air seal when you have straight or minor cowl shape changes. However, where you have a curved baffle and cowl, you will get a better fit by cutting out curved pieces of Cowl Saver from a flat sheet and then custom scoring the Teflon on the outer edges for the flexibility you need. You can score Cowl Saver with a sharp razor blade or knife. The TOOL120 scoring tool makes several scores at once and is designed to prevent cutting too deep and damaging the fiberglass reinforcing in the center of the material. The job will go much faster with use of the tool. Even with the pre-scored Bi-Flex, you may find situations where some additional flexibility by custom scoring is helpful for the best possible fit. For more information, please read Customized Flexibility for Optimal Cooling.
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How do I maintain my fuel and oil drain valves?
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.
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I installed a torque link kit and serviced my shimmy dampener; why do I still have a shimmy problem?
There are many components all connected to keep the nose gear in line. If one component is worn or out of tolerance it can cause shimmy problem. Reference Dave McFarlane’s article: Can You Stop Nose Gear Shimmy instructions and suggestions.
Overlooked items also include the rod ends, shimmy dampener mounting and attachment, shimmy dampener, and steering collar. The steering collar is where the steering rod tubes connect and the upper torque link is attached to, along with the shimmy dampener on most aircraft. If the steering collar has play vertically and laterally and is allowed to tilt; that will cause excessive wear and force on the torque links, steering, and strut components. There are three different thicknesses of shims to help get the collar in place.
Ensure that the shimmy dampener is working properly with no dead spots in dampening action. The cylinder could be worn on the inside or on a piston that warrants replacement of components. All of the nose strut components are tied to each other and any movement is transmitted through to the tire and back through the dampening system, which if remedied will continue to be more pronounced.
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What is the difference between the FS1-14 and FS1-14B?
The FS1-14 internal, non-adjustable regulator is set at 13.6+/- .2 volts. This alternator would be used as a back-up to an AL12-EI60 main alternator kit and would come online automatically if system voltage drops below 13.6 volts as in a failure of the main alternator.
The FS1-14B internal, non-adjustable regulator is set at 14.2+/- .2 volts and can be used as a stand-alone alternator system for aircraft wanting the lightest weight and using minimum equipment.
Because both alternators are driven from a slower accessory pad drive, these alternators will not produce output to support load until they reach approximately 2000 engine rpm. Perfect for a back-up system should the main alternator be lost in flight but limited as a stand-alone system as any installed equipment would be running off the battery during taxi and landing configurations.
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Why did my Cessna nose strut seal fail?
Strut seal leaks and flat struts can be caused by roll or twist of the main O-ring seal. It is very frustrating to carefully check all the parts and surfaces and put a new seal kit in the strut only to find it flat again after a relatively short time. We have seen this happen when a film of MIL-5606 hydraulic fluid dries out on the exposed chrome strut shaft. MIL-5606 by nature has a tendency to get sticky as it is exposed to air and dirt and then dry.
Very slight dried oil films are sometimes hard to detect and they can get past the plastic wiper seal. When this happens the sticky strut has a tendency to grab the O-ring and roll or twist it when the strut slides in or out causing the seal to distort. A very small O-ring twist or distortion will cause a leak. This phenomena is aggravated by the low pressure that the Cessna strut is designed for. Wipe the chrome strut down with Stoddard solvent (mineral spirits) periodically to soften and remove any dried oil film, dirt, dust and bugs.
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My LED light is flashing on my ETX680C/680, ETX900, or ETX1200, what does that mean?
Most of the time, it means you need to charge the battery as it is at a low charge level but it could mean several things. First thing you need to do it put a voltmeter on the battery, if the voltage is less than 13.28V, the LED light will flash to let you know to charge the battery. If the voltage is above 13.28V and flashing, then you could have a weak cell /a cell out of balance/or defective cell and you need to contact EarthX for a warranty coverage if it is less than 2 years old. The LED will also flash if the voltage is too high, above 14.6V. If the light is solid and remains on for more than 10 minutes, then it is an indication of a BMS electronics problem and contact EarthX.
LED Light |
Voltage |
Possible Cause |
Recommended Action |
Slow Flashing (5s on/5s off) |
Less than 12.8V |
Battery over-discharged (due to faulty charging system) |
Charge battery. Once charged, the light will stop flashing. |
Slow Flashing (5s on/5s off) |
Less than 13.2V |
Weak or failing cell |
Charge battery. If voltage drops below 13.2V within a few days, discontinue use. |
Slow Flashing (5s on/5s off) (> 1 hour time period) |
13.2V-14.6V |
Weak or failing cell |
Discontinue use. If in flight, this is not an immediate issue unless it is in conjunction with a charging system failure. |
Slow Flashing (5s on/5s off) |
Greater than 15.2V |
Over-charging (due to faulty charging system) |
If in flight, shutoff charging system immediately. Aircraft over-voltage protection is required if alternator charging system is greater than 20 amps (i.e. over voltage crowbar circuit) |
Slow Flashing (5s on/5s off) (< 30 min. time period) |
13.2V – 14.6V |
Cell to cell charge levels are not balanced |
May come on briefly during periods of high current charging until the cells are automatically balanced. Try charging with a plugin charger, like an Optimate Lithium charger. |
Solid Light |
Any voltage |
BMS electronic issue |
Discontinue use. If in flight, this is not an immediate issue unless it is in conjunction with a charging system failure. |
Solid Light that turns off after 3 minutes |
Any voltage |
Short Circuit protection was activated |
Nothing needs to be done. |
Short Flashing (2s on/2s off) |
Any voltage |
High battery temperature (> 65°C / 150°F) |
Let battery cool down prior to cranking or charging. |
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