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Found 83 results

  1. I am sure this subject has come up before, but I can't find the details needed. Many publications discuss the cost of an engine overhaul, different options, different suppliers, etc. Yet I would like to know how much more the aircraft owner has to put aside for the items typically not included. And numbers from within the last 5 or max 10 years are of course more interesting than older bills. Consider your IO-360 has lasted 30 years and never failed, and now it's time for major work. Engine accessories are almost always included or listed, but what about the following firewall forward items which aren't any younger : engine mount - inspection and repair, exhaust - new (if welding isn't economical), oil cooler, and the related cost of labor, shipping, taxes, etc. Anything one cannot simply postpone until it really requires replacement or overhaul because that would come even more expensive. Any real data / bills / experience on this very welcome. It is clear that the cost will vary a lot from case to case. Would could be a worst case ?
  2. Looking for a PIREP on 1978 M20J, N201LC, that has been for sale for a while on MAPA classifieds. Has anyone seen this airplane in person? Hangared at KUGN (IL). Thank you in advance.
  3. Steve Dawson

    1978 Mooney M20J 201

    New Price: 1978 Mooney 201 M20J. Very good condition, very dependable. Only the best parts have been used as well as employing a proven aircraft mechanic who maintains multiple Mooneys in the area. For preventive maintenance it’s undergone Savvy analysis as well as oil analysis for the past 6 years It’s been a pleasure to fly and I can count on 158 KTAS at 8000 ft using 9.7 to 10 GPH. The aircraft was imported to Canada using a local MSC where no known damage was found and the local MSC brought the aircraft to Canadian standards (similar to US). Any possible sale and importation back to the US will be easy and we will help where every possible so those costs would be minimal. Note: All STC’s where completed in the US. Secondly all letters on the side of the 201 are vinyl and are easily removed and replaced. Specs: -TTSN: 3090 (may change because of use) Engine: -TTSOH 2100 and 965 hours by Penn Yan (see attached WO) -Installed 4 rebuilt cylinders/pistons/rings 520 hours ago to improve oil consumption. Now gets 10 hours/ 1 qt. (Lycoming specs) -Skytech Starter -Plane Power Alternator -Governor rebuilt March 2016 -New Zeftronics VR June 2017 -Tempest Fine Wire Plugs (lower) Note: Will install New "0" TSMOH engine for additional $20,000.00 Prop: TTSN 590 hours (zero timed) (2013) Exterior: -Paint is original and a 7/10. Always kept clean and waxed. -New Michelin tires. -The past owner as well as myself have always kept the aircraft in an enclosed hangar. Interior: -New Airtex leather interior with carpets installed 2013. -New sound proofing and insulation installed when interior installed. -Mooney embroidered on headrests and side panels. -Rosen sun visors 2015 Avionics: -Garmin GTN 750 WAAS -GTX 33 Remote- Just needs the ES for ADS-B compliance -GMX 35 Remote audio panel with voice command ready -G106A CDI and GS -BK 155 standby radio with CDI and GS -Garmin 796 hardwired to GTN 750 and inserted in panel but removable -GDL 39 3D remote mounted and hard wired with under mount antenna for great ADS-B reception (125 miles+) -JPI 830 Engine Analyzer -Century llB AP that has been completely rebuilt and has been very dependable -Electric Trim -New panel cut painted and installed March 2017 Log Books available on request. Asking: $92,500.00 US With rebuilt engine from a reputable builder, Asking $112,500.00 US Steve Dawson Sdawson630@gmail.com 519 589 7034
  4. Better than New: The Refurbishment of N205J Mooney N205J is a 1987 M20J model “205 Special Edition (SE)”. It differed from other M20J “201’s” at the time in that it incorporated a few changes: 1. Fully enclosed gear doors 2. Rounded window lines 3. 28 volt electrical system 4. Electric cowl flaps with infinite adjustment 5. Upturned wingtips with forward facing recognition lights and aft facing position lights 6. Gear extension speed increased from 132 to 140 knots The 205 SE came right as the general aviation market was in decline, so only seventy-seven 205 SE’s were built spanning two years. N205J was previously owned by a business associate of ours. N205J was hangar kept most of its life. It had original factory avionics, paint, and interior and was a low time aircraft with only 1885.5 hours. It had Precise Flight Speed Brakes installed. So why did we put so much money into a 1987 Mooney? I am one of the owners of SureFlight Aircraft Completions which specializes in paint, interiors, and avionics. We made it a “project plane”. We worked on it when we had any gaps in our schedule. Now that it is complete, we have a demonstration plane to show and fly customers that showcases SureFlight’s capabilities. It’s an awesome Mooney to fly! First stop was Henry Weber Mooney Authorized Service Center at neighboring KLNS to perform the pre-purchase inspection. The important thing for us was to have a good airframe and engine to start with. We took care of some maintenance on the airframe, overhauled the prop, bought a new governor, put new gear shock discs in, etc. We had them complete an annual at the time as well. We had the engine sent out to Columbia Aircraft Services for an Inspect and Replace as Needed (“IRAN”) which included new Camshaft, Lifters, Bearings and Rings. While it was there, we had the engine converted from the Lycoming IO-360-A3B6D to the IO-360-A3B6 specification to eliminate the D3000 dual magnetos in a single housing, driven by a single driveshaft. The engine now has two separate fully independent Bendix magnetos. We had the cylinders removed to be sent out for nickel plating. After the engine came back, Henry Weber reinstalled it with new Lord mounts and made sure that the engine and engine cowlings were properly aligned. We added GAMIjectors calibrated fuel injection nozzles and then went to work on the full refurbishment of N205J. Avionics: The aircraft was equipped with a factory original avionics suite from 1986, except the addition of an Apollo GPS. It all came out. All the wiring was removed and replaced. A plastic panel is created to make sure everything looks correct before fabricating the metal: Yokes are painted black and a metal panel is installed: And then filled with equipment: · Fully Electronic panel; Eliminated Vacuum System · Garmin G500 flight deck with Synthetic Vision · Garmin GAD 43e autopilot interface for G500 · Garmin GTN 750 GPS/Nav/Comm Navigator with Telligence Voice Control · Garmin GMA 35c Bluetooth enabled remote audio panel · Garmin GTX 345R ADS-B In/Out remote transponder · Garmin GNC 255 Nav/Comm · King KFC-150 autopilot (the only thing that remained from the old panel) · L3 Avionics ESI-500 Standby Instrument with: Altitude, Attitude, Slip/skid, Vertical speed, Aircraft track, Synthetic Vision option, Navigation option. Magnetic heading option. · JP Instruments EDM 930 Primary computer for RPM, Manifold Pressure, Oil, Fuel, Battery, Engine data. · AirGizmos iPad Mini 4 panel dock · Nimbus Aviation Electroluminescent Circuit Breaker overlay. · ACK E-04 GPS Emergency Locator Transmitter · Guardian Aero 451-101 Panel Mount CO Detector · MidContinent MD93 Digital Clock/USB Charger. Paint: We painted a new King Air 300 for the Mayo Clinic earlier in 2016. We loved their colors. We knew that these would be the colors we would eventually use on the Mooney. Stripping: Everything that is not stripped is covered in foil. Windows are removed to be replaced with Great Lakes Aero Windows SC (Solar Control) Grey installed with Extra thick .250” windshield. All flight controls and gear doors are removed to be painted separately, airframe is etched and alodined in preparation for epoxy primer. After primer, an Axalta White Pearl base color is applied. N205J is painted in all Pearlescent paint which requires a clearcoat after each color is applied. This is one of the reasons pearlescent paints cost more. Paint Scheme Layout: Axalta Cumulous Grey Pearl is applied to undercarriage, wheel wells, airframe, and then clearcoated. Axalta Sable Pearl accent stripes are applied and then clearcoated. Final Prep for the Axalta Bright Blue Pearl: After all the pearlescent colors are applied and clearcoated, exterior placarding is applied, and the entire aircraft is re-sanded for a final overall layer of clearcoat. This gives the airplane a wet, glossy look and deepens the color, smooths edge lines between accent stripes, seals the placards, and it also provides a more durable and cleanable finish because you do not cut into the color when polishing. Flight controls are hung and painted separately: Cowlings and access panels are installed with new stainless steel hardware. Flight controls are balanced and then reinstalled. Interior: Unfortunately, we forgot to get some good “before pics” of the interior. It had blue velour seats with aged and yellowing plastic panels. Old seat covers off. Repaint the seat frames. New covers sewn for the new foam buildups. Upholstered seats with custom Mooney Logo headrests. We repaired cracks in several of the plastics, and repainted with a textured paint to hide any old imperfections. We decided against covering the panels in ultra-leather to save weight. We fabricated a hatch behind the hole for the windshield bar that holds the compass for easy R&R of the glare shield. Painted a flat textured black. Looks like new. The interior goes back together with repainted plastics, new carpet, new door seals, and new upholstered seats. After it was all complete, we put the aircraft on scales. The new weight and balance was 17 lbs lighter than before. We also performed the gross weight increase to increase the gross weight from 2,740 to 2,900 giving the aircraft a new useful load of 988 lbs. Mooney N205J – Ready for Takeoff! Update 6/21/2018 Since Garmin came out with the G500 TXi we updated the Mooney by removing the Garmin G500 and JPI EDM 930 and replacing it with the G500 TXi with integrated Engine Information System (EIS). Here are photos of the conversion:
  5. Hello everyone, I'm new to this forum (also knew to airplane ownership). Since I bought my 77' M20J a month ago I have been having problems with starting it. When I follow the POH, the engine doesn't start on my first attempt. After letting the starter cool, I cycle the throttle and mixture and it usually starts on the second or third attempt. Most of my flight experience has been in CG helicopters - with digital engine controls, and I've never had starting problems. My problem might just be my limited experience with GA aircraft. These are the key steps I follow in starting my Mooney. Can any of you give me advice? Am I doing something wrong? 1. Electric boost pump ON (1-2 seconds, to establish fuel pressure) 2. Mixture full forward for 3-5 seconds. (when I do this, the fuel pressure drops) then IDLE CUTOFF 3. Throttle 1/4 forward 4. Engage starter 5. Once the engine starts, Mixture slowly to full rich 6. Throttle - 1000-1200 RPM Thanks, Roger
  6. http://www.kathrynsreport.com/2018/02/mooney-m20j-201-n925jh-incident.html One of three Mooney landing incidents this past week, including a gear up landing and off field landing, but this one made it into the preliminary accident reports. No reported injuries thankfully. Like many of these, this Mooney was registered less than 1 year ago so lack of experience in type and perhaps lacks of transition training may have played a role. But Mooney's are not unique to porpoising incidents, just probably the most frequent airframe to see them. But here is a very brief write-up including a short video of a piper porpoising on landing to a nose gear failure. http://www.boldmethod.com/blog/2014/01/the-danger-of-porpoise-landings/ You'll often hear Mooney pilots say it was the third bounce that led to the prop strike, but I think I counted many more bounces in the short video before it was over. Be careful out there!
  7. I am looking for a recommendation for an annual inspection in Bismarck, North Dakota. I have had two shops recommended but neither were from Mooney drivers. They were: Bismarck Aero Center, Inc. and Executive Air in Bismarck in North Dakota Any Bismarck / North Dakota Mooney owners have experience with either of these two? I thank you in advance!
  8. Harald Hensle

    Used / New Glareshild

    Hi, me and my Mooney are based in Germany and I‘m looking for a used / new glareshild. Could anyone give me a useful link? Thanks in advance.
  9. What are the differences between the Mooney M20F and the M20F Exec 21? Thank you in advance.
  10. Hello,I’ve been searching for my first Mooney for the past 12 months and studied the pros/cons of the models within my budget. I've found a 231 priced like a 201 (for some reasons) and I am about to send her for a PPI but I am having second thoughts after receiving several warnings about the TSIO 360 (this bird is fitted with the LB version with Intercooler).In my view, the pros of a 231 vs. 201 are:- De-iced prop- Option to climb if caught in icing- Climb above most WX- Fly faster in high teens FL- Better original avionics e.g. KFC200The cons are:- Bad reputation of the Continental TSIO 360 vs. the Lycoming in the 201- Serious engine management required- Increased maintenance costsIn terms of mission, I am looking at the following:- 2 pax & luggage for long weekends- 3h legs --could push my wife to 4h if it’s to go somewhere sunny - UK-based- Trips to Western Europe/Nordics/AlpsI’ve heard so many contradicting advice that I am a bit lost now and would love to hear from the experts experienced with both birds (if possible as owners/mechanics/pilots). Thank you !
  11. Trying to do a comparison of a typical "normal" (if that even exist in our world) cost of an annual on a M20E or more recent M20. If you care to share the cost of your last couple of annuals, I have my spreadsheet running. If major work was done beyond the normal during the annual, new Garmin 430W installed, etc, it will skew the results. A good friend tells me that a Bonanza annual will run 2 to 3 times more than a Mooney. I find that hard to believe. Look forward to replies.
  12. Looking for a battery box asap if anyone has any ideas. Thanks in advance. Its for a 1978J
  13. Hello Mooney pilots. I've been lurking the MooneySpace Forum for a few months now so I figured it was probably time to introduce myself. I earned my pilot's license in 2004 at a small airport just north of Atlanta (VPC). In 2007, I bought a 1973 Bellanca Citabria 7KCAB and brought it with my while traveling around the US in the Air Force. Me and the Citabria have spent time in Wyoming, Colorado, and most recently, Utah. I separated from the Air Force in 2015 and now call Utah home and the Citabria is hangared at U42. While the Citabria has been a fun plane and served me well as a bachelor, it's time to step up. The wife isn't really a fan of sitting for a few hours to go a couple hundred miles and the tandem seating means she is staring at the back of my balding head the entire time. In the summer, forget about leaving the Salt Lake Valley together unless we are okay to climb at 200FPM to clear the Wasatch Mountains. We have family in Wyoming so the mountains add significant challenges with getting the small bird eastbound. We would love to regularly travel towards Oregon, California, Wyoming, and occasionally back to my home state of Georgia. The Citabria is meant to fly aerobatics...not flying hundreds of miles in a straight line. I've looked at Turbo Piper Arrows, Cessna 180's, Cessna 182s, and obviously Mooney's. The Mooney is attractive because of the speed and efficiency. We do not have kids and don't really have any plans to either so the useful load shortfalls of the Mooney isn't really an issue for our type of flying. The Mooney is a stable plane but isn't something I would likely outgrow anytime soon. I plan to list the Citabria within the next 12 months and, after selling her, begin my search for the right bird, at the right price, with the right features (PS...if anybody is hunting for a second, slower airplane please let me know ;-). I've narrowed my search to the 201, 231, and 252...and I literally go back and forth daily on which one would best meet my mission profile based on price, performance, market availability, safety, etc. I'm sure everyone on this board has experienced the struggle of indecisiveness. I lean towards the M20K because of the high summer DA's we experience in SLC...with the 252 being the ultimate option; I'm not sure the 252 would fit my budget, however. A modified 231 may be my best bet. Anywho, if there are any local Mooney pilots who would like to swap time in my low/slow tail-dragger, send me a PM. I'm also interested to hear where Utah Mooney pilots service their airplanes and get training. It doesn't look like there are any Mooney Service Stations within 500 Miles...the closest being south of Phoenix, Arizona. Cheers, Trey
  14. Looking for a serviceable battery box for a 1978 M20J.
  15. If anyone here has, or knows of someone who has, a 1969 or newer M20F or an M20J, priced less than $75,000, they would like to sell please let me know as I am actively looking to purchase for myself.
  16. Hi all, My father’s 1983 M20J has a problem that’s been dogging the mechanics. The gear does not retract if the airspeed is above 80 KT. The pressure switch has been replaced, and the gear will swing all day long on the jacks. Any Thoughts. Jim
  17. Im looking for a spinner bulkhead Part number 680031-011. All the traditional sources have dried up. Any ideas? Thanks for your help.
  18. Fort Myers MOONEY Pilot

    1979 M20 J For Sale Fort Myers Florida

    MOONEY 201 SPEED MACHINE 1979 $73,777 UNBEATABLE DEAL N4665H based in Fort Myers FL (KFMY) last 17 years; Complete Log Books 3537 TT, 760 SMOH, Engine and Prop Mechanical & Avionics 10; Paint 7, interior 5 due to Age. ALL AD up to Date, Next Annual 9/17; Compressions 78+/80 Upgrade – Renovation Program- Recent UpGrades :Mag Overhaul 5/17, Ignition Harness 5/17,Break Caliper 5/17,Gill Battery 4/17, ELT Battery 4/17, New RAPCO Vacume pump 2/17, New Windscreen 10/16;New Baffles 11/16, New Doughnuts 6/16, Gear repainted 6/16; Annual ATC 50 GARMIN 300XL IFR GPS, Map, Com w/ CDI King IFR KX-170B COM/NAV KT76A Encoded Transponder KN75 Glideslope KMA20 Audio Pannel KI 203/204 Glideslope Sigtronic SPA 400 4 Place Intercom Century 41 Autopilot 3 Axis w/ AK801 Flight Director Precise Flight Stand by Vacume New Kenyon Cockpit Cover 10/16 Canvas Fuel Cap Covers Full Canvass Wing Covers All specs are thought to be accurate, sunbect to verification by purchaser, CONTACT Frank (Patrick) FLYNN , OWNER 239-297-0702 4665 H Inventory 1979 Mooney 201 GARMIN 300XL IFR GPS, Map, Com w/ CDI King IFR KX-170B COM/NAV KT76A Encoded Transponder KN75 Glideslope KMA20 Audio Pannel KI 203/204 Glideslope Sigtronic SPA 400 4 Place Intercom Century 41 Autopilot 3 Axis w/ AK801 Flight Director Precise Flight Stand by Vacume New Kenyon Cockpit Cover 10/16 Canvas Fuel Cap Covers Full Canvass Wing Covers All specs are thought to be accurate, sunbect to verification by purchaser,
  19. ProprAire

    N201NX for Sale

    Fellow MooneySpacers, I’ve recently completed my Commercial Pilot rating and will be flying as a corporate pilot leaving little time for my Mooney. I’m advertising N201NX for sale on Controller. Please let me know if you’re interested in procuring this fantastic airplane. Cheers, Dan Adams (585) 363-2494 Safari - Sep 30, 2017 at 16:02.pdf
  20. Jethack737

    Mooney M20J Prebuy

    Hi all. New member here. I'm currently in the market for an M20J. I found a 1978 201 with around 6000 hrs on airframe and around 850 SMOH. It's had a pretty recent paint job along with interior, and is fairly close to home. The aircraft is listed at around $85,000. The airplane is currently out of annual, but is scheduled for one in the first part of Sept. The aircraft is being sold by a dealer, and annualled by a mechanic who works for the dealer. I haven't purchased an. aircraft since the 70's, so i am far from being an experienced buyer. Would it be reasonable and prudent to have a mechanic of my choice do a Prebuy inspection while the airplane is in it's annual? Can anybody recommend an experienced Mooney mechanic in or around the Sacramento area that could perform a prebuy? Thanks! Rick
  21. For those of you who swear by your dual mags here is an excellent reminder of what can happen when you are flying behind a 40 year old single point of failure - great flying and recovery by the pilot BTW https://forums.flyer.co.uk/viewtopic.php?f=13&t=104258
  22. For Sale: Immaculate 1978 M20J 201! Newer Paint (9 out of 10), Newer Interior (9 out of 10), All Glass Avionics, New Engine, Low Time Prop! You won't find a better value on the market for a pristine M20J 201. This is a turn key aircraft with exceptional maintenance history. Fly 150kts True Airspeed at 8.7GPH ROP!! This Aircraft won't last long as you won't find a better cared for and equipped Mooney 201 on the market. Last two owners have always hangared aircraft. Aircraft is in Arizona. I am selling the Airplane to go to a high performance airplane. This is an excellent Aircraft that I have poured a bunch of money and time into. Give me a call if you have any questions: Justin Dyster; 480-254-7627 Complete logbooks and additional pictures available at: https://www.dropbox.com/sh/642e57qb1mcyy9l/AACoHGxIg6K0GVlRZSnqDPpQa?dl=0 Trade-A-Plane: https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20J+201&listing_id=2256517&s-type=aircraft N33YZ_Spec-Sheet_3202017.pdf
  23. dfgreene61

    Gear Down, Pitch Up

    The only Mooney I've flown is my own J. So I'm not sure if this is normal or not. When I lower my gear, the plane will pitch up. Eventually once it slows the nose will come back down. I'm in the habit of pushing the yoke while the gear comes down to maintain pitch. Is this what you experience as well?
  24. So recently, on a very long series of flights the following occurred: From LKU to MMJ, my M20J 201's auto-pilot was tracking on course to a VOR waypoint via the Garmin 530W. All of a sudden, the autopilot banked the aircraft to the right on a standard-rate turn off course nearly 60 degrees before I disengaged the autopilot to correct the course heading. I reset the FD and had the same problem. I had to turn off the autopilot all the way, wait a few minutes while hand flying in IMC, then turn the autopilot on again. It worked for the remainder of the flight. From MMJ to Lansing, IL, the autopilot worked flawlessly. From Lansing, IL to MMJ, something weird happened. First, the aircraft started a nose-down attitude and the autopilot disengaged with a beep. I went to turn the autopilot/FD back on and it would not turn on. I looked over to the circuit breaker and it was popped. Cautiously, I pushed the breaker back in and turned the autopilot back on. The autopilot now began to porpoise with the altitude hold on. It was almost like the FD was overcompensating for what it normally makes as slight adjustments in pitch and trim. I didn't seem to have any trouble with the autopilot following the nav course, but once I set the FD to hold an altitude, forget it. Up and down. Each up and down worse than the last. It was a bumpy day and I had to hand fly all the way back to New Jersey and then to Virginia. It was exhausting. Has anyone else encountered the same problems? My theory is that the pitch servo clutch finally went. At the same time, it doesn't explain the drastic turn to the right off course. Maybe that was a fluke with the FD? I've had it do that if I am flying a WAAS RNAV approach when I activate the approach data into the GPS too late. I am far more concerned about the pitch. Ideas?
  25. Trade a Plane listing is here: https://www.trade-a-plane.com/search?listing_id=2265780 Hangared at KOBI Woodbine, NJ. I have owned N1159P for 24 years, and she flies regularly. It came out of the factory with a useful load of 907, adding technology and accessories, the UL today is 888. That's less than 20 lbs of UL, but fly a technically advanced and feature rich IFR airplane as a result. 3880 TTSN, and 1100 on a Factory Reman (roller tappets). Pretty paint (2006), the cloth interior is original, some wear, but not ratty. Some history, a bird strike on top of left wing (2013) and empennage damage after a Stearman clipped my tail feathers in 2005, while I was parked at KMIV. Never landed gear up, no hail or corrosion damage. All repair work meticulously completed by the master, Dave M at Air-Mods and Repair in Robbinsville, NJ, one of the best in the business. You won't find a better equipped panel, see the trade a plane listing for detail, N1159P is 2020 ADS-B IN/OUT ready with weather and traffic, including an on board WiFi system that extends the ADS-B data to your smart phone/tablet, Aspen MFD, Garmin MFD, 430W, GTX330, SL-30, EDM700, PMA7000, RANGR 978, and the list goes on. I'm asking $93,500, offers considered. I'm thinking of moving up after some tire kicking of my own. Happy to answer any questions, TAP has the best listing detail including logs. - Jeff 609-469-1986