Flap Roller Kits contain all of the rollers needed to complete one aircraft. Flap Roller Upgrade Kits include all of the components, forward wear washers (P/N MCS1450-3S10-032), aft service kit (P/N MCSK100), and hardware needed to replace the flap rollers and hardware associated with the rollers, along with Cessna SEB95-3 Rev. 1 for instructions to inspect flap support arms for wear.

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.

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.

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.

To lubricate use a lightweight oil. Lubriplate or motor oil works well. Lubriplate is a light weight, patroleum base, very oily grease. 

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.

We sell tool P/N 970 to facilitate the installation of the aft rollers and make the installation easier and simplified for this hard to reach location.

The handle of the tool makes access to the bolt hole in the small inspection opening easy. The pointed tool allows you to align the parts and easily insert the tool in the bolt hole. The next step is to push the tool back out of the hole with the bolt.

Baffles and seals are critical to keeping an engine cool, yet they’re often overlooked.  When you’re flying, air enters the cowling and creates static pressure above the engine. This pressure then forces cool air down through your cylinders and oil cooler to the lower pressure areas below and behind the engine. From there, the air travels out through the flaps or other flaring openings. 

What’s important to consider is that there is only a given amount of air coming in through the cowling at any given time. If your baffles are broken or misshaped, the amount of air going past a particular cylinder or area will increase. And if you increase airflow in one area, then airflow past other cylinders and the oil cooler will decrease, leading to higher temperatures in some parts of the engine than others.

Seals can create similar problems. If your seals aren’t in good condition or aren’t properly adjusted, they’ll allow air to bleed out.  Which can reduce static pressure and cooling. So what can you do? Whenever you install a new engine, always have the baffles checked. Also, as part of your periodic inspections, check all the seals for fit and condition. 

If the seals aren’t soft and pliable, replace them. Do this if your oil or cylinder temperatures seem abnormally high as well. Also check how the seals fit against the cowling. If there are noticeable gaps, adjust the seals to reduce air leakage. Be sure to inspect the holes at the rear of the cowling for excessive leakage. If your cylinder heads still run hot, it may be necessary for you or your mechanic to check the static air pressure above the engine during flight. The spec should be available from your airframe manufacturer.