Flight Control Cables and Engine Controls
Custom made to your requirements
• Same high quality as our FAA-PMA products
• Quick turn-around
FAA-PMA Manufacturer of Quality Aircraft Parts
Push-to-Unlock and Turn-to-Lock Controls
Heavy duty for strength and long life
• Many knob and length options
• Custom marking available
Dual Controls for 912/914 Rotax Engines Clean installation without a clunky splitter box! Choke Controls • Turn-to-lock and non-locking styles • Many knob options
• Panel mount with friction lock and quadrant styles
• Convenient mounting hardware and cable stops
Cowl Saver™ Baf;e Seal Material
Reduce Airframe Vibration and Stop Cowl Damage
10 times less friction
You can feel the difference!
McFarlane Aviation Products
696 East 1700 Road, Baldwin City, Kansas 66006
Ph: 785.594.2741 Fax: 785.594.3922 firstname.lastname@example.org
View demo: www.mcfarlaneaviation.com/cowlsaver
There are two fundamental strategies for preventing high-altitude
misfire: Make it easier for the spark to occur at the spark plug gap
(where it belongs), or make it harder for it to arc-over inside the
mag (where it doesn’t).
We’ve already seen that it’s more difficult
to ignite a lean mixture than a rich one. In
turbocharged airplanes, there’s also
another factor to consider: altitude. The
higher a turbocharged airplane flies, the
more difficult it is for the spark to jump the
gap between the spark plug electrodes, and
the more likely that the spark will instead
“arc-over” inside the magneto itself.
Such “high-altitude misfire” is bad for
two reasons. First, it can cause the engine
to run rough—sometimes frighteningly,
change-of-underwear rough. Second, it can
damage the magneto internally and in
extreme cases cause the magneto to fail
mechanically. This is not a good thing.
There are two fundamental strategies
for preventing high-altitude misfire: Make
it easier for the spark to occur at the spark
plug gap (where it belongs), or make it
harder for it to arc-over inside the mag
(where it doesn’t).
The easiest way to make it easier for the
spark to occur at the spark plug gap is to
tighten up the gap. Most aviation plugs
have specs calling for a gap of 0.016 inch
and 0.019 inch. Keeping the gap at the tight
end of the range (0.016) provides increased
resistance to high-altitude misfire. Of
course, the gap increases as the plug wears,
so it’s important to re-gap the plugs on a
regular basis, typically every 100 hours or
less for a turbocharged engine.
To prevent high-altitude misfire, keep plugs gapped at the tight end of the allowable range.