rogerl

For the early J's with a bench seat in the back the plywood board that holds the carpet looks to be a good place to mount the cylinder - similar to the location of the factory kit, but without the recess and the incredible price tag. Others have pointed out there are issues, but compromise might be worth it - In my opinion, mounting underneath the panel or on the floor by the pilots legs is a recipe for disaster. If there is an engine or electrical fire, the heat/flames will be coming from that vicinity - making it difficult to retrieve the extinguisher in a most critical moment. Burns sustained from in-flight fires often afflict feet, legs and hands - tending to support my contention that the fire extinguisher should be well away from the area that a fire is most likely to sourced from. Roger

Quote: N6843N What thickness did you order? Have you installed it yet?

Quote: docket I bit the bullet and the plane is at Avionics Unlimited at KCXO. It looks like they are doing a great job on the install. I was shocked at how much was involved in putting in the new radio stack as the entire interior was removed as they would not reuse any of the existing wiring -- good to know it is a thorough shop. I am putting in a 530, 430, 330 and 347. I also bought a G600 because there was a significant rebate through Garmin if I bought all the equipment together. With all of the promotions the G600 ends up as a $20,000 part (ie there is a $5000 advertised discount right now, $4500 in rebates for the other Garmin equipment and $600 for attending a Garmin seminar at my installer's shop). I have no idea what the install labor is going to be but my installer (who has already installed a few units) thinks it is substantially less than the radio upgrade but we have gotten to nothing definitive yet. In any event, the G600 is going to have to go in later in the year due to the fact that I also am going to upgrade the STEC 30 to an STEC 55 because I need to lose the turn and bank coordinator for panel space and I have spent enough airplane bucks lately. I flew in a plane with the G600 and the Jeppesen Chartview (ie. geosynched plates) and it was a great experience in heavy IMC to watch the plane fly right on the plate. My G600 will have Chartview . If the Garmin seminars are ever at a local avionics installer in your neck of the woods go because they give you some pretty attractive discounts just for listening to the sales pitch if you buy avionics within 3 days. For two hours time, and frankly a pretty good educational experience with a Garmin salesperson, I got a coupon (unrelated to the G600 deal) for $1000.00 off my current install.

I agree that the rosens work well; one issue with at least the older model is the friction at the screw at which they fasten to the airframe has become so low that they will swing around at inoportune times - it has become a safety issue, and it's not apparent how to increase the friction. Any hints on how to deal with it would be greatly appreciated ...

Quote: N6843N So who has the least expensive compliance kit for 208B? Or is there any other alternative when it comes to insulation? Seeing as how I spent the day removing all that crappy fiberglass. Now I'm off to the shower, itch, itch.

Anyone have any tips to share on fuel tank cap replacement/parts? Mine are original ('78), are a bit manky, and around the caps is the recessed perimeter that looks like it could hold an ounce or two of water. I have plastic covers to put over them if the aircraft is left out overnight, but that seems like a hack. Also looking for suggestions for airframe parts in general - have looked through tap, barnstormers, etc. and am getting a little nervous about parts availability (should have bought a cessna . Have yet to contact the factory ... is that the only real option? thanks for any info -

Quote: rogerl Hi, I'm upgrading radios and am considering the Icom IC-A210 and the Garmin SL40 as a "backup" radio. The specs seem similar, but the sl40 is TSO'd while the 210 isn't. I have seen several mentions of 210 getting certified "in 2007"; but it's 2009 and most (all?) that are advertised are non-tso version. It's confusing to me whether the aircraft is still considered airworthy if a non-tso vhf is installed ... if anyone could shed some light or point me to a reference with respect to this issue I'd greatly appreciate it! thanks, Roger

Hi, I'm upgrading radios and am considering the Icom IC-A210 and the Garmin SL40 as a "backup" radio. The specs seem similar, but the sl40 is TSO'd while the 210 isn't. I have seen several mentions of 210 getting certified "in 2007"; but it's 2009 and most (all?) that are advertised are non-tso version. It's confusing to me whether the aircraft is still considered airworthy if a non-tso vhf is installed ... if anyone could shed some light or point me to a reference with respect to this issue I'd greatly appreciate it! thanks, Roger

Quote: JimR Roger, I don't understand your post. I was just pointing out that Camguard is reportedly safe for use with all commonly used oils, and that Aviation Consumer had recommended it for use with Phillips XC, not because the Phillips XC was superior to other oils on the market, but because it was cheaper. I am familiar with LW-16702, but I don't see how it and SB 446D relate to my comment. Maybe the Frequently Asked Questions from the Camguard website should just speak for themselves. FAQ [... deleted]

Quote: JimR I use CamGuard with Phillips XC multiweight, which is what Aviation Consumer recommended recently. Phillips XC apparently doesn't have an additives package, which is why it is cheaper than Aeroshell and the other options. They said that if you are using Camguard there is no reason to pay for the higher priced oils. I don't think it will hurt anything, though, if you prefer to use Aeroshell with CamGuard.