MT Natural Composite blades have a tough epoxy / carbon fiber coating AND a thick Nickel-Cobalt edge that provides a lifetime of protection from moisture and impact. Years of testing in rain, ice and snow have proven MT’s propeller is all-weather durable.

Standard colors:

• White (RAL9016)
• Red (RAL3020)
• Gray (RAL7005)
• Flat or Shiny Black (RAL9005)
• Yellow (RAL1021)
• Blue (RAL5010)

Flat Black with white tips is the most popular because those colors do not clash with any other colors. They are also the most durable paint colors. Other custom colors may be ordered for an up-charge, but that could delay delivery for several weeks. MT prop blades and spinners may be painted with common materials by any prop shop.

The MT Spinner domes are Kevlar and will never crack. They are finished in white or flat black paint. An optional Chrome plating may be selected on limited types of models.

The Bonanza/C210/C206 props are Diamond Silver with B/WB tips.

You, the owner, are authorized to make permanent repairs using common 2-part epoxy to common minor damage. The MT-Propeller Service Center in DeLand Florida has the equipment to rebuild your blades and even the hub in the event of prop strike or more severe damage. We also carry sets of exchange blades in stock for quick return to service for our customers.

The buyer pays shipping from Germany to your door.

Physics – The lighter mass of the composite system absorbs less horsepower, therefore we can add another blade to use this power to create more thrust.

We are focused on only one thing… The sales and support of MT Propellers.

The kits fit exactly the same space that the OEM parts do. However, the most important difference is that the parts in the kits cannot corrode or seize together because of the self lubricating polymer bushings used to replace the steel bushings. If the steel OEM parts corrode and seize, the result is costly repairs to the supporting structure in the wing. 

It's just a matter of removing the doors, pressing out the steel bushings and then pressing in the replacement parts. The kits include all necessary hardware including new bolts and spacers. Where the OEM sleeve part is flanged, the space is made up with a thin washer. Installation videos are available to demonstrate kit installation. 

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

You don't need to, but it's not a problem if someone doesn't know the bushings have been fitted and decides to put lubrication into the hinges. The bushings will function properly in oil or grease, but it is not necessary. 

Typical spinner washers are made from thin nylon and require frequent replacement. Nylon washers fail under the pressure exerted by the screw's head. MBA spinner washer solves this problem by conforming the the curvature of the spinner, and its extra thickness has a vibration dampening effect. 

Marsh Brothers developed a new poylmer formula specifically for aerospace which they call AeroTough™ GF, for "grease free". Lubricant is bult into the polymer, completely eliminating any need for periodic lubrication. 

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

The Cessna steering system is an engineering masterpiece that is simple in function while allowing good directional control throughout the transition from flight to ground or ground to flight, even in crosswind conditions. A key part of this system is the steering rods. The steering rods are a spring loaded device that applies spring pressure to pull on one side of the nose gear when it is activated and yet have a specified amount of free play in the opposite direction until a solid push is required for positive steering.

The following are some common symptoms of worn out or failed steering rods:

1. Weak steering (You can push on the rudder but not much happens and you have to use a lot of brake to steer. Often the weakness is one direction only.) The early Cessna steering rod springs were designed such that if the rudder pedal was pushed hard in one direction while the nose gear was pointed all the way the other direction and had some resistance to moving such as soft ground or snow, the spring could be compressed to an extent that it would be permanently shortened leaving it weak. McFarlane has redesigned the spring so this cannot happen.
2. More or less than 1.2 inches of free play movement or inconsistent free play of the steering rod shaft is present. The spring is retained by a washer that was stop swaged into the steering rod housing. During an overload, such as extra hard pedal force applied with the nose wheel pointed all the way in the opposite direction and restricted or undetected damage from a previous hard landing, the spring retaining washer can be deformed and forced past the swaged stop. This will result in inconsistent free play and erratic function of the steering rod shaft as the washer passes past its designed swaged stop in both directions. The rudder rigging in flight might also be inconsistent. This is a dangerous situation that results in inconsistent steering and the steering rod must be replaced. McFarlane has redesigned the washer and shaft machining to prevent the washer stop failure.
3. Rust and corrosion can make the steering rods unreliable. The steering rods get water and contaminates from the runway that the nose tire throws at them. The fit of the shaft into the bushing that is swaged into the housing is not a precision fit. This can allow internal contamination, moisture, and salt that will rust the springs and steel housing interior, leaving the components weak and subject to failure. Red rust streaking on the shaft exit area or bubbling of the exterior paint indicate corrosion failure. The McFarlane steering rods are made from 304 stainless steel and have a special corrosion preventative and lubricating coating on the springs to fight against corrosion and wear.
4. Wear of the shaft and bushing is caused by steering movement and aerodynamic pulse vibrations created by the rotating propeller. This wear can be detected as looseness of the shaft in the end bushing. Some wear is acceptable.

Wheel pant mounting plates commonly crack around the axle. If any cracks are present, they should be replaced. The cracks are caused by wheel pant vibration. Assure that the wheel pant axle bolts are tight. Proper wheel balance will lessen wheel pant vibration. McFarlane's wheel balancers can help solve this problem.

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.

Yes, all Tempest aviation oil filters use a magnet. This give us an extra layer of defense to help filter out smaller micron particles that may get past the filtration media.

The short answer is no. While we recommend using our taller oil filters when you have the space inside your cowling, using our shorter filters will still provide more than enough filtration coverage when replacing them at the recommended intervals of 25 to 50 hours.