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Literally! Becker Radio makes the guts of the "Bendix King" KX-200 and just puts an adapter on it to make it fit in the KX-155 tray. It took Bendix-King at least 5 years to figure out how to make this combination work. It is very far from a "slide-in" replacement. A lot of re-wiring has to be done with virtually no company support. Just like their "Bendix King" Aerocruze 100 Autopilot is a TruTrak design after they bought them out. TruTrak was getting autopilot approvals every few months for more airframes. "Bendix King" takes years to accomplish the same thing. Their "Bendix King" Aeronav GPS/Nav/Com is an Avidyne IFD with a sticker on the front. And so on . . . The now defunct "Bendix King" KSN770 Gps/Nav/Com had to be completed by Aspen and finally after it was complete 10 years late, I believe they sold less than 20 units. Not that re-branding is necessarily a bad thing from a company that hasn't introduced anything they actually designed since around the KLN94 GPS. I wouldn't trust anything they designed now since they haven't kept a promised delivery date in decades and basically cancelled all of their dealer contracts except two a few years back. The King KX170B was perhaps the most durable radio ever since there was no display to go bad. The KX-155/165 have been around for decades along with the rest of the Silver Crown line they had back in the 70's, 80's and 90's. But spending good money after bad to repair any of these units is a questionable venture these days. Having a few around that came out of other airplanes and were bought inexpensively might be the best option if there's no panel work in sight.

And powder coated and laser marked!

that's what insurance is for, I'm sure those people, like YOU would be, were more concerned with their families and the fact that their houses were damaged and that held a little higher priority than someone elses plane/

You can make one, cut the aluminum the size you want, rivet in the piano hinges and get a regular binder with the size rings you want, drill out the rivets, rivet it to the aluminum one you just made and you have what you want..Sheetmetal 101.

Usually a relay or a microswitch. There are a bunch of past threads on this and a current one

I guess that's the airline guy in me talking. It's been drilled into me for decades that anything outside the "bible" puts your ass into the hot seat.

Sorry to circle back to the original topic, but I tried putting the flaps down to 15 deg (TO in my MSE) while level at 2000' with the autopilot set to ALT and the airspeed at 105 KIAS. The result was a change in pitch angle to about 3 deg nose down and no change in airspeed.

After a few touch & gos the gear decided that it wanted to stay up on me. Fortunately the manual extension system did its thing and got the wheels down and locked. I haven't had it looked at yet to see what the cause might be. How often do these types of issues happen and is there a common failure mode? Any leads that I can pass to the A&P would be helpful in getting started in the right direction. I'll keep this thread updated as the inspection and repair goes on.

Perhaps mentioned previously….One way to (sometimes) mitigate risk is to plan a downwind departure and in some cases continue to climb over the airport. Turning toward the downwind earlier than “normal” starts to set one up for an airport landing earlier. I fully recognize this is not always practical and only find myself using it when I’m feeling paranoid at an airport with limited options and favorable traffic. I will also use it after performing significant engine work (paranoid). I know there is still a window on initial climb out where we are still at risk, but the technique does get you to glide range sooner than simply flying away from the airport. This is not unlike how some instructors teach always remaining in glide range of the runway when doing pattern work. Flying a tight pattern is not 100% bulletproof, but can contribute to better odds during an engine out. Just watch your AOA in the turns. Play the game, “where would I land now” to see the best departure/ pattern from airports you frequent. Your mileage may vary depending on trees, terrain, airspace, traffic, etc, but it sometimes reveals some options you may not notice in a true emergency. Anyway, my 2 cents, and always hoping for some extra luck at the moment we need it.

Insurance would be pretty useless if it didn't apply when you screwed up/broke a rule/didn't follow the POH.

Just let me know if you want them. I could ship them to you and see if they work

The POH for my MSE calls for flaps to takeoff, then gear, then flaps up, so that’s the way I do it. If something goes wrong, and you don’t follow the procedure outlined by the manufacturer, your insurance company might have a leg to stand on if they wanted out of a claim. Not likely, but why open that door? I’ve practiced both methods and don’t notice a difference aside from the pitching moment, which is what I believe Mooney is trying to limit with their published procedure.

You can get both radios with glide slopes. It’s the built-in resolver that’s different. One has it, the other doesn’t. It’s an HSI / OBS (nav indicator) thing.

also for those of you with G5s you can get into situation where you turned the battery off then back on to check something then off again and you throw the G5s out of sequence and they will not start the count down and power off...they just stay on....dont ask me how I know.....

Both of my 155’s have glide slope receivers.

Often through-bolts require the case to be split to replace them. I don't know whether that's the case with this one or not, but it would be nice if not. Even if not it might be worth consulting with Continental or a relevant shop on what inspections might be a good idea if the engine ran for a while with no tension on that bolt.

Also… add to your checklist… walking away from the plane… always look back to see the red flashing strobe isn’t operating… could be a memory issue, or a worn relay… Best regards, -a-

Things to remember… Solenoids and relays are names for the same device an electro magnetic switch… the word solenoid is headed for the dustbin of magic words… they last for decades before failing… each time they operate, a tiny spark occurs, releasing a few atoms into the air inside the case… they are slowly wearing from the first day… they have key details in the part name… normally open and normally closed…. NO NC. they are wired in an interesting way with the avionics relay… this provides the avionics to work in the event the avionics relay fails…. It will fail closed. take a look at how your strobes are wired… if your relays are original… you may have three that are very similar… carry a spare of each the NO and NC… Start, master, avionics, battery selector… plus a few more… PP thoughts only, not a mechanic… Best regards, -a-

I believe the KX-200 IS a slide-in replacement for the KX-155/165 Oh, and some KX-155s DO have built-in Glide Slope receivers. Depends on mod/version.

KX165 has glide slope… KX155 does not… fancy panel from 1994 has both… let’s invite @Alan Fox to this conversation… Alan is my preferred supply of pre-flown avionics… Keep in mind… the newer BK avionics are rebranded devices built by somebody else… it may be interesting to find out what a KX200 really is… that may explain why it isn’t a slide in replacement… Best regards, -a-

I carry a spare master solenoid with me

A KX-165 is not a direct replacement for a KX-155. One has a resolver (155) the other doesn’t. You’ll probably need a different nav indicator. Just a heads up for those looking at this.

The install cost alone plus the inconvenience of having to rip apart panel that I am fairly happy with strongly favors KX200 option. While I like Garmin products, I am not obsessed with brand loyalty to the point of incurring unnecessary expenses just to have all Garmin panel.

These still working? I might need to make some. Lasar doesn’t have any real ones and my new plane needs them.

I don't know the timing of the company transitions but the KY 197s were original in the plane from 1980 (1979 actually as my plane is a 1980 model year but the airworthiness cert is from 12/1979).