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
New!
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
Throttle Controls
• 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
Free sample!
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 sales@mcfarlaneaviation.com
View demo: www.mcfarlaneaviation.com/cowlsaver
Flight Data Systems
EGT (above) and CHT (right) probes can be bumped loose
or inaccurately placed to begin with, accounting for the
variation you might see in those numbers.
$169
GT- 50 G-Meter Clock Voltmeter OAT
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$89
www.fdatasystems.com
four of each! And the gauges had few numbers—if any—they had colored arcs. It was
simple: The green arc was the green arc,
whether the needle was at the high end or
the low end. Green was good. Now the limits of the green arcs have been blurred by
numbers, and some pilots believe a CHT 1
degree above the limit spells sure disaster,
and if the numbers don’t match, they
should. Neither is true.
Oil pressure is the single most important engine parameter, which is why every
cockpit you peer into has this gauge. Oil is
the lifeblood of your engine; it lubricates,
cools, and collects the combustion byproducts for removal. If you do not have oil
pressure within a few seconds of starting
your engine, you may have a serious problem. Or not. Electric oil pressure senders
often provide false highs or lows, and on
the initial startup of a new installation the
problem may be the wiring or the setup of
your instrument’s options. Check your
gauge’s accuracy by temporarily installing
a quality mechanical gauge. Low oil pressure must not be ignored, but it is often a
faulty indication.
Low oil pressure together with high oil
temperature is an indication the oil is sit-
ting in the sump, not circulating through
the engine. There can be many reasons for
this: worn bearings, low oil level, defective
oil pump, plugged oil cooler. Regardless, it
is cause for immediate concern. You have
two independent, but related, sensors indi-
cating trouble. This is more than a single
bad wire or defective sender. Investigate!
