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I constructed a radio panel, mounted onto the RH side of the main panel, that sticks out 3/4" from the main panel.  This allows enough room for a MircoAir M760 com (using 90 deg. connectors on the back) and a Collins TDR750 transponder.  The Collins transponder is an older model but is the only one I know of short enough to fit.  I can just run a finger between the connectors on the back and the tank.

Looking at the Spruce website there seems to be 2 similar com radios that would fit the bill for shortness... a 3rd one looks a little long.  All of these solid state radios are voltage sensitive if you are going to use a "battery only" installation (ie- without a gen / alt. and to be charged between flights)... my experience is the transmit just quits at 11v., the receiver will work a little  longer.

Over 1519 NM (11 legs) I averaged 88 NM (101 stat mi.) per hr. and almost exactly 20 stat miles per gallon of gas.  This was with a Franklin 90 HP and a 70-54" wood prop.   These include all manouvering in the pattern so will be a little slower then straight line time -vs- distance measurments.

I have what I think are all factory made  "X" frames made out of both round and square tubing.  Their not handy for checking but 3/4" seems right for both.

N29288  s/n 157 has an O-200 installed.  There was a magazine article written about it about 10 years ago.  The FAA registry list it as a standard airworthiness in the normal catigory.  Susan Dusenbury - owner,  Stoneville, NC

Any way to get copies of those drawings?  Anyone to contact?

The 90hp 4AC-199E3 is listed in the Culver TC and requires a static RPM range of 2200 to 2300rpm and a diameter of 68" to 70".  Under propeller (for both Franklins) it says "wood-fixed or adjustable pitch".  To find if a prop is elegable to install you must look at the propeller TC sheet. 

Looking at the Sensenich TC sheet P-170 ... the W70AB (and the W72DF if it has been cut down to at least 70") are the only ones that fits a Franklin and are rated for 90HP.  So if you want Sensenich you are stuck with those props.  If you are still running the 80hp then (due to higher RPM) you have the choice of only the W70AF model.

In looking at the prop TC I see that my memory is failing... the elegable pitch range for the W70AB is 46" to 56".

Gear lights (aka gear warning system) are directly related to AD 46-04-01 which called for regular inspections of the factorys mechanical throttle-lock lever interconnect cable.

A quick description:  The factory rigged a shelded, flex cable between the carburetor throttle arm and the gear locking lever such that when the gear pins were not locked (lever in "raise" or "lower") the throttle was blocked from retarding below about 1700rpm in flight.  The idea was that if the engine would not retard below a slow-flight setting the pilot would remember to lower the gear so as to get idle rpm.  All was OK until someone panicked and pulled on the throttle hard enough to bend the blocking pin.  This restricted the gear locking lever so that he was unable to lock the gear pins in place sooooo, he geared-up.

Almost all of these old flex cables and stop plates have long since  been removed and you will find a wide range of "alternate" gear warning setups... very few having any kind of approval.   If you have a Cadet that has no electrical system you have no choice but to keep the factory system working and rigged correctly.

In an effort to "do it right" on my Cadet (N37814) I went to the (long and complicated) effort to get an AMOC (Alternate Method of Compliance) for AD 46-04-01 which was a "remove and replace" with lights, switches and a horn.  This required drawings, parts lists and instructions for continued airworthiness and the approval came in the form of a letter authorizing the same installation in other Cadets as long as I (the applicant) did the installation.  This is NOT an STC but it IS approved data for other installations. 

I have made no effort to do other installations. I have never even tried to calculate a reasonable pricing...  To do so, parts would have to be machined / ordered, paperwork would have to be generated and (per the FAA letter) I would have to do or supervise and sign off each installation. 

If there is enough interest in this system I may consider puting together some kits and helping you get your gear warning system in compliance.  Let me know what you think.

The stab attach bolts could be over tightened on the wood stringer and crush the wood thus causing a loose stab.  The struts are a not approved, home-brew fix.  There is an approved repair to replace (splice) the wood stringers to get back to good wood.

The Helton Lark had a reinforced tail attach but the wood could still be crushed with over-tight bolts.
Culver Service Memorandum #12 (5-28-42)  addresses the issue so it was known early on.