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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. It 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, 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 refer 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). Due to high demand, expect long delivery times.

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.

In 2004 we installed a Garmin GNS430 and a GMA340 audiopanel. 16 years later in 2020 the GNS430 was replaced for a GTN650Xi. Now a few years later (September 2025) the VAC driven gyros were replaced for dual Garmin G5 EFIS displays and the old Century 21 autopilot along with the original Piper pitch trim system was replaced for a Garmin GFC500 2-axis autpilot with the optional pitch trim.

This summer we finally made it to one of the largest air ventures in the world. According to EAA the venture had over 704’000 visitors (from 94 countries) and to keep the show going about 6000 volunteers were needed.  More than 10”000 aircraft arrived at Wittman and over 16’000 operations were recorded during the week. 15’000 camp sites, 962 exhibitors so If you are interested in aviation this is something that you should put on your bucket list. Just before the EAA Air Venture we also attended the Milwaukee Air And water show that included a phenomenal flight show performed by the US Navy – Blue Angels.

Here we have a basic Garmin stack with a GMA345 audiopanel (with built in intercom, Bluetooth and USB charger port), GTN650Xi COM/NAV/GPS with the optional Flight Stream FS510 Bluetooth/WiFi interface, GNC215 COM/NAV, GTX345 ADS-B in/out transponder, GFC500 pitch/roll/trim autopilot, dual GI275 ADAHRS EFIS displays and GSB15 data loader – USB A/C charger port. New  COM antennas and the old tail beacon was replaced for a LED version with a lower power consumption.

Mooney M20 series aircraft are known to be somewhat difficult to work with when it comes to avionics due to the “Mooney instrument panel and electrical system design”. In this installation we removed most of the old avionics except the BFG WX1000 and King KN62A DME. New laser cut and powder coated instrument panel and cover plates gives the whole installation a much cleaner look. Dual Garmin GI275 ADAHRS EFIS displays with internal  backup batteries, an additional GI275 EIS (Engine Indication System), GFC500 pitch/roll/trim autopilot, GTN750Xi COM/NAV/GPS1, GMA35c audiopanel, GNC215 COM/NAV2, GTX345 ADS-B in/out transponder and a GSB15 USB data loader/charger port.

The exterior lights were replaced for Whelen LED lights (except the AFT pointing wing tip POS lights where no suitable LED replacements were available). LED lights help to lower the current consumption (old taxi/ldg lights consumed 800 Watt compared to LED 213 Watt).

This aircraft already had dual Garmin G5 EFIS displays and a GNC255A COM/NAV installed. We removed some old avionics and installed a Garmin GMA345 audio panel, GTN650Xi COM/NAV/GPS, GTX335 ADS-B out transponder and a dual axis GFC500 auto pilot with pitch trim. Despite some servo issues in the past the GFC500 auto pilot has become very popular due to its price, performance and capabilities. The physical servo installation in a PA28-181 is as “simple as it gets” while other airframes may be quite complicated due to servo location, limited space available (servos installed in a wing), difficult to reach (Piper Arrow with pitch, trim and yaw servo installed AFT tail section).

Piper PA28-181 manufactured in 2001 with the flat instrument panel modified with the Garmin G3X EFIS display and a standard Garmin package consisting of a GMA345 audio panel, GTN650Xi COM/NAV/GPS, GNC255A COM/NAV, GTX335 ADS-B out transponder, GFC500 autopilot and a G5 EFIS display as backup for the G3X. In this particular case we were able to re-use the existing instrument panel making the installation easier.

An aircraft with a failed attitude and directional gyro (HSI NSD360) basically AOG. The easiest, quickest and possibly smartest solution was to replace the old failed VAC driven gyros with 2 ea Garmin G5 EFIS displays. Now the aircraft is back i service and the flight club is already thinking about future upgrades, possible a GFC500 autopilot but time will tell.