D A M anti-seize works on the principle of very small particles of inert dry lubricants imbedding themselves into the open pores of the stainless steel. The dry lubricants lowers friction and prevent corrosive adhesion of the two stainless steel surfaces. The dry lubricants prevent combustion by products from actually gripping the stainless steel. Other products rely on powdered metal such as copper or nickel in a mix of greases and graphite. The powdered metals themselves are often corrosive to the stainless steel at high temperatures and actually create adhesion by microscopic corrosive residue. The old failed theory is that the metal powder flakes will separate from each other and allow disassembly. This does not work at high temperatures and with stainless steel.  Any graphite in the compound (graphite is required for MIL SPEC anti-seize compounds) sets up a severe galvanic corrosion action with the stainless steel and the powdered metals that produces corrosive by products that swell and lock the joint while attacking the grain structure of the stainless steel. This corrosive action is accelerated at high temperatures and contact with combustion by products.    

Yes, it is the same product. 

Longer life-time, grease-free operation, does not support corrosion, decrease in weight, self lubricates. 

Yes, this is an anti-corrosion material that can be used on aviation as well as automotive applications. 

It appears that Superior reverse engineered the 60882-type ring gear support assembly (for 122-tooth ring gears) when they manufactured and PMA certified Superior Ring Gear Support Assembly PN SL77579-1 Rev.11 (for 149-tooth ring gears). Unfortunately, when pairing those ring gear support assemblies with 149-tooth ring gears, the ring gear rests further aft than Lycoming specification and therefore tends to crash the front face of NL-type starters by a mere couple thousandths of an inch. Other starter models tend to stand back sufficiently from the ring gear, so the mismatch is not as problematic. Since the NL “hugs the line” defined by Lycoming, the mismatched ring gear and support assembly causes an interference condition.

According to manufacturing certs, this product is best used within two years of the date of manufacture.

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.

This product works well on chrome and should not cause discoloration. ACF recommends using with a micro-fiber cloth.

No, PROP GUARD is an FAA-PMA/STC product, but the STC specifically states that a form 337 is not required. It does require an A&P mechanic endorsement for return to service.

The D A M high temperature anti-seize formula is based on inert high temperature dry lubricants suspended in a naptha carrier with a few other low viscosity additives. The thick grease base in other anti-seize products on the market burn and char at exhaust temperatures leaving sticky hard deposits that actually contribute to the lock-up of exhaust joints. The D A M product carrier evaporates leaving only a film of dry lubricants in the joints that penetrates the pores of the stainless steel. 

A flat finish material was tried but the manufacturing process to get a flat finish reduced the strength of the product. The glossy finish has little effect on light reflection in flight.

D A M’s light petroleum carrier uses capillary action to penetrate the joint and carry the small particles of dry lubricant into the joint.  By mixing D A M and other solvents such as acetone, MEK or other solvents the viscosity is lowered more yet and the mixture will penetrate small spaces more effectively to loosen corrosion and combustion by products while lubricating the joint.

The high temperature inert dry lubricants are expensive to produce and refine. Since it only takes a thin film to be effective it is more economical than other anti-seize compounds. A can goes much further.

Yes! All of the PowerUp Slick Aftermarket parts have been FAA-approved to be equivalent to or improved than Champion Slick parts. PowerUp’s Aftermarket Slick parts have been in production for 30 years and tens of thousands of our parts have been put into service.

PROP GUARD is a very special high strength product manufactured to take the high centrifugal forces of the rotating propeller while being able to absorb impact energy. It goes through special heat treatments and careful quality controls. Only some of the material manufactured will pass our rigid quality standards. PROP GUARD is different.

Both Lycoming and Continental recommend oils qualified under the following specifications for use in their engines:

• SAE J-1899 former MIL-L-22851 (for ashless dispersant oils)
• SAE J-1966 former MIL-L-6082 (for straight mineral oils, intended primarily for break-in)

Military and SAE specifications are the same except for some additional packaging requirements for the military. In the future, the military specification may be dropped, although oil containers will still probably refer to the former military specification.

AeroShell® straight mineral oils, AeroShell Oil W single grades and AeroShell Oil W multigrade oils all qualify under their respective specifications. The oil requirements for other aircraft engines such as Pratt & Whitney are less defined. All AeroShell and AeroShell Oil W oils are qualified for use in P&W radial piston engines. The oils for engines no longer in production may be listed by military specification or by product name.

For more information, talk to an overhaul or repair shop that specializes in a particular engine, or call the Shell Technical Information Center at 1-800-231-6950.

The selection of a proper grease is clearly defined. For each grease point on a certified aircraft, the military specification or the qualified product is listed. AeroShell® greases are qualified under the following specifications:

• AeroShell GREASE 5 former MIL-G-3545-C
• AeroShell GREASE 6 MIL-G-24139A, former MIL-G-7711A AeroShell GREASE 7 MIL-PRF-23827C, TYPE II
• AeroShell GREASE 14 MIL-G-25537C
• AeroShell GREASE 16 former MIL-G-25760A, BMS-3-24A AeroShell GREASE 17 MIL-G-21164D
• AeroShell GREASE 22 MIL-PRF-81322F, Grade 2 DOD-G-24508A AeroShell GREASE 33 MIL-PRF-23827, TYPE I BMS-3-33A

Yes, Premier parts can be painted. They recommend using SEM Color Coat Aerosol Products. 

• SEM Technical Data Sheet and Application Instructions

However, any paint that is specifically designed for plastic should work on Premier parts, which are manufactured with a PVC-Acrylic material commonly referred to as KYDEX. Retail stores that sell automotive paint can be helpful with paint choices as most of automobile interiors are made from KYDEX also.

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.

It is certified to meet AMS3320G, which is the same industry standard specification to which other fiberglass reinforced silicone baffle seal material is certified, however it is not an STC or FAA-PMA product. It is ultimately the installing mechanics responsibility to determine whether the material is appropriate to repair the baffle seals on a specific aircraft.

McFarlane does have FAA approved die cut baffle seal kits for the re-start Cessna 172 aircraft; please see P/N BSC-KT-1. We developed this first because our patented material solves the firewall crack and other baffle seal related problems on these airplanes. McFarlane will develop more FAA approved baffle seal kits as engineering time permits.

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.