Back in the panel after 20 years. This installation includes a Garmin GMA 345 audio panel, GTN 650Xi COM/NAV/GPS, GNC 215 COM/NAV, GTX 345 ADS-B in/out transponder, GFC 500 autopilot, G5 EFIS, and a G3X Touch with engine indication system. A Garmin GSB 15 USB charging port was installed on the pilot’s side.

Due to the limited number of available ports on the GDU 460 (G3X Touch), the existing Stormscope WX-500 was interfaced to the GTN 650Xi.

The current configuration allows the pilot to control the transponder and enter COM/NAV frequencies directly from the GDU 460 display.

Västerås flight club has 2 ea Piper PA28-161 aircraft just one serial number apart. SE-KML was modified in October last year and now it was time for SE-KMI with an identical modification. Dual Garmin G5’s with GAD29D ARINC interface and GAD13 OAT module. A GMA345 audio panel with bluetooth and built in intercom, GTX335 with internal GPS for ADS-B out.

Most of the old avionics was removed and now everything except for the DME is Garmin. GMA345 audio panel, GTN650Xi COM/NAV/GPS with Flight Stream FS510, GTX345 ADS-B in/out transponder, GFC500 auto pilot, G5 EFIS display and G3X with engine indicating system. The GNC255A COM/NAV2 was previously installed and now connected to the G3X. A Garmin GSB15 USB charger port was installed on the pilots side and just above the USB port the customer wanted to have a RAM ball mount for portable devices.  A new instrument panel on the pilot side and a new overlay on the copilot side.

Here we removed the VAC system, mechanical gyros,  King KT76A transponder, associated blind encoder, NAT intercom and some other parts. The existing Garmin GNC255A was re-wired so that we now use its internal 2-place intercom. Installation of dual Garmin G5 EFIS display with GAD29D ARINC interface and GAD13 OAT module, GTX335 ADS-B out transponder with internal built in GPS receiver. The Garmin Aera 660 installation was accomplished in accordance with EASA CS-STAN. Two compliance paths are available: installation as GNSS equipment, or installation as a mounting system to hold equipment. We elected to use the “mounting system” option. The alternative GNSS installation path requires the navigation database of a VFR navigator to be kept continuously current, which is not operationally necessary unless the equipment is intended for IFR use.

Handling parts, including traceability, is an important element of the maintenance process. There are platforms available that manage this and much more. However, they are not inexpensive and often not suitable for smaller maintenance organisations. Due to extended delivery times for parts, we ended up with some spare time to “pull the plug” and develop a system tailored to our own needs. Once we are comfortable with it, we may offer the system to other GA maintenance organisations.

There is a saying in Sweden: “Vill man ha något gjort får man göra det själv”, which roughly translates to “If you want something done, you’d better do it yourself.”

The logotype and colour scheme are similar to the SAMIONICS logo,  blue and white, based on the colours of the Finnish flag. www.gaptis.com 

First the King GPS failed and was replaced for a GTN650. Then the King audiopanel failed and was replaced for a GMA345. Now the gyros are about to fail and the dual vac pump’s are close to limit so we installed a Garmin GI275 ADAHRS+AP that interfaces nicely with the existing King KAP140 autopilot and a second GI275 ADAHRS as an HSI/Standby ADI. We decided not to connect the old King KX155A NAV2 to the GI275 so the King KI208 CDI remains installed.  So for this aircraft the GI275 installation is a real upgrade that adds full HSI functions, GPSS capability and aural alerts “minimums”. So far we dont know any customers that actually have purchased the SVT enablement, lets see if it will change this time after the customer gets to try it out using the free 8 hour trial included with each display.

EU 2024/590 states that “On aircraft – for the protection of cabins and crew compartments, portable extinguishers containing Halon 1211/2402” the end date is 31 December 2025.

We also need to clarify that this is nothing new, it’s just a new date that replaces the original regulation EC No 1005/2009.

An existing fire extinguisher installation (or King KX170 COM/NAV 360 channels with 50kHz separation), the installation will not lose its approval. The COM/NAV may remain installed forever. However, you are not able to use the COM radio since the new requirements of 8.33kHz channel spacing and the NAV receiver is not IFR compliant due to ICAO Annex 10 requirements. Same thing applies to the fire extinguisher, it can remain installed (until expired), but you are not allowed to use it and it must be serviced in accordance with approved maintenance data including hydrostatic pressure check (ea 12 years) of the cylinder. Nobody does this, and the normal procedure is that when expired, the extinguisher is replaced for a new.

Part-NCO.IDE.A.160 (a) states the following – “Aeroplanes, except ELA1 (1200kg) aeroplanes, shall be equipped with at least one hand fire extinguisher. So a Piper PA28-161 below 1200kg does NOT require a fire extinguisher and it can be removed. However a Piper PA28 Arrow weighs more than 1200kg and hence these aircraft will need to have a new fire extinguisher installed.

Part-NCO – “The type and quantity of extinguishing agent for the required fire extinguishers shall be suitable for the type of fire likely to occur in the compartment where the extinguisher is intended to be used” however CS-23.851 refers to  FAA Advisory Circular AC 20-42D that states that for small airplanes or rotorcraft the minimum rating (size/capacity) is US UL 2 B:C, compartment volumes of up to 200 square feet (5.6 cubic meters).

EASA certification memorandum CM-CS-013 Issue 01, confirms the above and adds the following – “In case of replacement of a Halon 1211 handheld extinguisher with a 2-BTP handheld extinguisher having the same UL rating, of similar dimensions, shape and mass (within a 10 % variation) and located in the same position, and the same accessibility (release and removal), no additional substantiation is necessary to demonstrate compliance”.

The most suitable replacement could be Amerex A337TS Halotron BrX also recommended by Cessna, however these don’t come for free, be prepared to pay more than 1600 USD + tax, dangerous goods shipping and installation (installation may be done in accordance with EASA CS-STAN as long as the extinguisher is approved according to ETSO-2C515 or equivalent). Due to high demand, expect long delivery times.

What happens if you have an aircraft that weighs above 1200kg but does not have the correct fire extinguisher installed? From maintenance and continued airworthiness point of view – absolutely nothing. You as the pilot in command need to ensure that the aircraft has the required equipment according to Part-NCO and if not, well then you effectively have grounded yourself. The aircraft is airworthy but you can not fly with it.

When your attitude indicator, directional gyro, autopilot, ADF, DME, transponder, ELT, you name it, fails? Scrap the airplane or bite the bullet. Here we have one of those cases. The workhorse, a Piper PA28-161 with over 14000 flight hours. The only good thing in the panel was the already installed Garmin GNC255A COM/NAV1. Here we installed dual Garmin G5’s with GAD29D ARINC interface and GAD13 OAT module. A GMA345 audio panel with bluetooth and built in intercom, GTX335 with internal GPS for ADS-B out. The King KN64 DME with a working display was repaired while the KR87 ADF was removed. Complete VAC system including the electrical backup system was removed so was the  KAP100 autopilot, fire extinguisher (Halon (EU) 2024/590) and a leaking secondary altimeter. The old King KX155 25kHz was kept as an emergency COM2/NAV2.

Sooner or later – everything will fail but when it comes to mechanical instruments probably the best option is to replace these for something digital and get rid of the analogue airspeed, altimeter, attitude indicator and vacuum system including the vac pump that needs to be replaced about every 6-800 hrs. The Garmin GI275 ADAHRS with internal backup battery and VFR GPS replaces all 3 ea instruments and adds additional functionality. Although synthetic vision and terrain is available as an option we decided to keep this as a pure backup without any extras.