What hardware is used for installation?
Our Vertical Fin Fitting kits include all the hardware needed for installation. You may receive NAS1149 hardware with the kit, which supersedes AN960 hardware (referenced in our ICA).
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What is in the McFarlane flap roller kits?
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.
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How do I know which screw kit to use?
The screw kit depends on if the holes in the floor of your airplane have been carefully removed and are close to new size or if they have been enlarged by unskilled rivet removal or the rails have been changed before. It will make a difference if the previous rails installed were Cessna rails with predrilled holes in the rail. (They do not normally line up well and the floor has been mis-drilled some to force them to align). If the holes are good, use the SR6-SCREW-KT kit. If the holes are enlarged some, use the SR8-SCREW-KT kit.
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How easy are the kits to install?
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.
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How do Marsh Brothers' kits differ from the OEM parts they replace?
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.
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Will one Landing Gear Door Hinge Kit do the entire aircraft (both RH/LH main gears)?
Yes, one kit will do both the left and right main landing gear doors.
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Does the BMC kit come with the piston?
No, BMC kits do not caintain the piston. However, it comes with the hardware needed to complete the job and installaiton tooling.
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What is the polymer used in the kits?
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.
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Do I need anything else besides the torque link repair kit?
You might need a few of the NAS1149F0316P ultra-thin washers to fine tune the center “knee” joint fit on most of the Cessna airplanes. They are not included in the kit.
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Why should I purchase a complete kit?
The kit includes the SAFE-HEET and temperature controller. The temperature controller makes installation easier and helps control condensation which leads to corrosion. It is like a dimmer switch that puts you in control of how much power is going to the unit.
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Should I use a cooling shroud on my dry air pump?
Yes, using a cooling shroud whether on a 200 series or 400 series dry air pump can reduce pump temperatures by as much as 10%. For more information, go to Vacuum Pump Cooling Kit.
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What is included in the Alternator Drive Coupling Tool Kit?
The tool kit consists of a zinc-coated coupling spanner wrench and unique coupling gear socket with steel housing and aluminum gear engagement, designed to protect the steel coupling gear from damage during maintenance. Together, these tools allow the coupling to be held in place (mounted on the alternator or free-standing) while the coupling gear slippage is checked with a calibrated 3/8” torque wrench (as specified in the engine maintenance manual).
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Is Cowl Saver baffle seal material FAA-PMA approved or have an STC?
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.
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Where do I install P/N MCSK100 flap roller service kit?
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.
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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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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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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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Will my oil temperature be higher or lower with a multigrade?
In most cases, the multigrade oil will run cooler. For a hot-running engine, like turbocharged, high performance or aerobatic aircraft engines, this is good, but for a cool-running engine it can be a disadvantage. If the engine runs too cool, it can't boil off excess moisture and unburned fuel, so there can be a tendency to form acid buildup. For cooler-running engines, pilots should use a winterizing kit, or check with their mechanics on how to keep oil temperature up.
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