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Exactly! That's likely when I know it's time; can't figure out what freq I'm looking at

Those pesky displays though….

That's the plan (most likely have mine refurbished by KX-155.com when the time comes).

Just get a yellow tagged 155 or the slide-in replacement (KX-200?) from King, and be done with it.

You have summarized my problem exactly! I do NOT know which indicator I have, and I'm not going to change it out just to be able to use a KX-165. The VOR radial feature is EXACTLY why I'd like to have the KX-165, though I guess the real question is what indicators WON'T the KX-165 drive? And, secondly, is there a 'box' (VOR/LOC converter?) of some kind that is between my KX-155 and the indicator that would no longer be needed? That would imply tearing into my panel to remove and rewire; also not worth it for 1980's tech. Really, if I can't just pop out the KX-155 and slide in the KX-165 I'm going to, unfortunately, have to move on to a more expensive solution.

And, yes, you can continue to scream "the sky is falling" but the reality is that there is NO way the US Government is going to effectively allow all GA piston aircraft to be grounded over this ridiculously tiny amount of lead. There is simply too much money at stake from COMMERCIAL GA flying, not to mention the critical services to society that it provides; it's not just spoiled rich folk in 'private' planes. Like all government 'programs' and 'mandates' this one is also subject to the whim of 'kicking the can down the road' if a suitable alternative is not actually available by the deadline. And, TEL is not exactly cutting-edge rocket science to manufacture...and there are other sources around the world making it (India comes to mind). They may not be CURRENTLY 'approved' for use for US bound fuel, but it's a red-herring to act like the "only one source" is putting the entire supply of 100LL at daily risk of GA destruction. That's just fear mongering.

What CDI (nav) indicator do you have? By swapping to a 165, you gain the ability to display the current radial you are on (pull the nav tune knob), BUT, you’ll have to change out your nav indicator and some associated wiring. It’s not worth it for 1980’s technology.

Now, I'm more confused! I've heard the term 'resolver' and now VOR/LOC Converter. Two different 'systems', or two names for the same system? My limited understanding is that SOME indicators are, or appear as, resolvers and require a source that provides the driving synchro signal. Is that what the VOR/LOC Converter does when using a source that does NOT have a built-in 'synchro' driver? Or, are we talking something else entirely? My KX-155 is VOR/LOC only and I'd like to replace it with a KX-165 but it's not clear to me what type of CDI I have, as there are a confusing number from King: KI-206, KI-207, KI-209, KNI-520, KI-525...those are just the ones I can think of! No idea if a KX-165 can drive the CDI I have, whether I have a 'converter' buried in there somewhere that may or may not be needed with the KX-165, or what???

fly your plane with 21/21 or some other low power setting. It is a different feel. Now remember that feel as that is that is the landing feel. In the F I would do a U turn to land with gear down at threshold on downwind. Half flaps on U turn to land. which meant that the runway was about 1/3 under wing on downwind. Manual says no turns close to the ground under 90mph without flaps. Good rule. If I was high on turn to final I would add full flaps. Long body is different. Half flaps on downwind. Full flaps on base. but it is a heavier plane. There is only like 4-5" between the runway and full flaps down. My belief is that the air pushing down with full flaps on the runway causes float along with too much energy. My best landing in the long body was 2100 feet of runway used with light winds/normal braking. But I am still limiting my self to 4000' runways. In theory you can fly it on at 90 but you need to have no descent rate or you will bounce back up like a kangaroo. Your choices at that point are go around or if you still have energy (hint you still have energy) and the nose up fly the plane and set up for another landing. I grab two handfuls of trim wheel crossing the end of the runway which keeps the nose light and will help prevent a PIO Don't ever let the nose drop. always hold the yoke back Trim when you gear down and flaps. Trim when you go to full flaps. trim right before you cross the runway. don't forget to trim.

I seen this happen if one of the two units is slower than the other. The new units (fully enclosed) seem to have some electrical interlock between them such that if one is not driving the motor, the other will not either. Usually cleaning and lubing them up resolves the problem. The screws on the covers of the enclosed seem to get galvanic corrosion with aluminum which is why they are so difficult to extract. Especially the ones with the TKS systems since the TKS fluid seem to migrate into the speed brake cartridge. I might help to apply some penetrating oil and let them sit overnight before trying to remove them. Its also a good idea to replace any mounting screws that show corrosion - and not overtighten any of the screws.

From Bennett avionics: The King KX-165 NAV/COMM is very similar to the familiar KX-155, but with an important difference. Unlike the KX-155, the KX-165 does contain an internal VOR/LOC Converter. This means that the KX-165 may be used to directly drive the KI-525/525A HSI (part of a KCS-55/55A system). The KX-165 may be used with these King indicators that do not contain an internal VOR/LOC Converter: KI-206 GPS/VOR/LOC/Glideslope Indicator KNI-520 GPS/VOR/LOC/Glideslope Indicator KI-525/525A HSI (part of a KCS-55/55A system)

I think Spruce had the caps only. Digikey would also have just the button/cap

You are correct. Great memory!

Four weeks

You must not have a lot of time on bikes.

No coasting if you want to go fast. In my race car, the best technique is to be squeezing the power back on as are headed for the apex, hitting full throttle just before the apex. Higher power cars add power after turn in, but are slower getting to full throttle after the apex.

I understand what happened to you. I was commenting on the other post about checking for your beacon as you walk away from your plane.

@DonMuncy makes them. I do have one complaint about hit. They work so well that if you are just sitting there and release the seat latch, you are IMMEDIATELY all the way back.

We had a similar issue on my friend's T-34. At an airshow in Mass, overnight was a pretty heavy rain storm. When we got to the airport the next morning, the battery tray was pulled out. The line crew said that in the middle of the rain storm the strobes and nav lights were on. They only way they could stop them was the disconnect the battery. On the T-34, the battery is on a slide out tray that pulling it out, automatically disconnects it. We pushed it back in and all was good. I was flying the plane back to MD for an airshow the next weekend. I launched into an IFR flight. While being vectored for the approach, just as I dropped below the clouds, EVERYTHING went off. And in the T-34, just about everything is electric. I did a manual gear extension and landed without issues. It turns out that the master relay was on the firewall under a small access door. The door does have drain, but it had gotten clogged, so with the heavy rain, the water was dripping on the master relay. I was lucky it held out as long as it did. A few minutes earlier and it would have been a bit dicey as the instruments were electric.

And was also not what happened to me. When I got the call that my lights were on I said there is NO WAY I left the master on. And I didn’t, hence this thread where I specifically mentioned the power is on even when the master is off.

This is why my Beacon switch is always ON.

Actually a relay is a solenoid but a solenoid may not be a relay. A solenoid is an electromechanical device that produces a motion from electricity. It can be used for many purposes. If that purpose is to switch electrical power, it is then a relay. But solenoids are used for lots of uses other than switching electricity.

I could see setting flaps to take off with a flap preselect type control. But with the up/hold/down type switch, that is a lot of time with one hand on the flap switch and looking down on the center console to see when you are close to the ground in a go around.

Also…. As much as I hate the way some of aviation works in some areas, “overhauls” being one. recently sent in a ac condenser motor for my A in for “overhaul”. This is a ducted fan with an electric motor. For $2,800 I got new brushes installed wrong. I got fed up yesterday and disassembled it myself. The commutator is shot, the wrong brushes were installed, which wore a groove in the commutator., and the old bearings are still in and the armature and internals were covered in carbon like they hadn’t been touched since it was built… 35 year ps ago… So for $2,800 I got $1.50 in brushes, and a project to fix myself. Garmin is rapidly becoming the only viable option, the big benefit is their stuff works. And when you send it in for repair they actually fix it properly. pay now, or pay later.