Free Domestic Second Day FedEx

EXCHANGE $1295*

You are purchasing a real sharp looking  BENDIX KING  KX-155A  28 V NAVCOM w/o GLIDESLOPE in Serviceable condition with FAA 8130-3**     

Part Number 069-01032-0201 

28 Volt

The KX155A gives you access to all 200 NAV and 760 COMM frequencies, with both active and standby navigation and communications frequencies.

–        the KX 155A has a number of new control features. Program up to 32 COMM channels. Pre-selected frequencies are stored in a non-volatile memory circuit, eliminating the need for backup battery power. Other new features include a bearing-to-station mode and a radial-from-station mode.

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–        The new two line solid state, gas discharge digital display allows for a   Course Deviation Indicator and a handy elapsed-time and approach timer.

New features of KX-155A from KX-155 units

32 programmable COMM channels

Remote channel increment capability and fli-flop tuning for applications where pilot cannot take hands off yoke such as helicopter operators

Stuck microphone alert allows COMM transceiver to automatically shut down if microphone is keyed continuously for more than 33 seconds

Bearing-to-station mode and radial-from-station mode on display

Includes elapsed-time and approach timer that can be programmed to count either up or downwards

Internal Course Deviation Indicator (CDI)

Backlighting of bezel nomenclature and knobs standard

Still:

10 watts power output

760 frequency COMM and 200-channel NAV receiver

FM immune compliant for ICAO Annex 10 (European use)

TSO'd

BENDIX KING  KX-155  28V NAVCOM THIS MODEL w/o GLIDESLOPE Tray and Connectors are  included with this unit.

This unit has been thoroughly inspected in our avionics shop . The unit has a recent  FAA form 8130-3** Authorization for return to service From Avionics Masters. As you can see from the photo the face plate is in pristine condition and the chassis is in similar excellant condition. This unit will give you years of trouble free service.

6-Month Warranty.  Buy with confidence. We are an FAA Certified Repair Station,     Repair Station Number VIMR095K.

*EXCHANGE Purchase this unit and return your economically repairable core for a $900 rebate.

We repair radar      Search EBay Stores    for       RADAR REPAIRS

Need avionics repairs     Search EBay Stores    for    COM  AND NAV REPAIR

 Need transponder repairs   Search EBay Stores    for   TRANSPONDER REPAIR

**Yellow Tag vs. FAA 8130-3?

Avionics Masters is an FAA Certified Repair Station and Supplies all serviceable or Overhauled avionics with an FAA authorized Maintenance Release form 8130-3

Does a yellow tag satisfy the requirements of a maintenance release?

You must first understand that there's no legal definition of a yellow tag. Regardless of the fact that there are logbooks out there that are full of them, the term "yellow tag" isn't mentioned anywhere in FAR Part 43.

Yellow tags were first used by the Army Air Corps back in the early days of World War II. No reason was given why the color yellow was picked to indicate a serviceable component. Most of us would have picked the color green for serviceable and yellow for repairable – not the other way around.

I suspect, based on my own military experience, that the decision to use yellow for serviceable parts was probably made by an Army supply clerk who ordered a million yellow tags by mistake and had to find a use for them or be shipped to a combat area.

Regardless, after the war, the airlines stayed with the military tradition of using yellow tags as a serviceable item. Following their lead, the rest of general aviation bought in – and yellow tags became part of aviation terminology and culture.

The only FAA approved maintenance release under FAR Part 43, Appendix B is The FAA form 8130-3 a yellow tag does not provide any of the requirements for the return to service for avionics components.  It’s all a myth and few yellow tags provide the information required by the FAA.  And many yellow tags are placed on components removed from aircraft by A&P’s without the inspection required by the regulations, it is not satisfactory to turn the component on before removing it and then yellow tag the component as approved for return to service. The component must be tested and inspected according to the manufacturers specifications which cannot be performed any where else than in an FAA approved repair facility.