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I talked with Andy a couple of weeks ago. He has a depth of experience in the avionics industry and will be a great asset to us as well as Aspen. Andy, thanks for hanging out on MooneySpace! Lee

Good Evening All, I want to introduce myself. My name is Andy Smith and I am with Aspen Avionics. I am here to help with any problems or questions that you have. I am sure that I have spoken to some of you over the years. Hoping I can shed some light on some issues. Below is a company statement regarding the reported MAX issues. As more information becomes available I will be sure to share. I can also address any questions if you have them."We are aware of some reports of intermittent issues with a small number of new Evolution MAX displays. We are closely working with the individual’s that have experienced the issue. We are also actively looking into the root cause and are doing an analysis of the issue and will institute a fix as soon as possible. We will communicate to ensure all are aware of any potential next steps. If you have questions or concerns, we respectfully ask you contact your dealer directly, or contact Aspen Avionics directly at www.aspenavionics.com/contact. Please be assured this is a company priority and we are working quickly to resolve the issue."

The Mooney tail is relatively weaker than the wing because it doesn't need to be as strong and adding structure puts weight aft where you don't want it. On any airplane, something is going to break first when you exceed the ultimate load. From an occupant's perspective, it doesn't really matter which part fails. Regarding spins, the CAR 3 requirement (3.124 - see attached) for a Category N airplane weighing less than 4,000 lbs. is to recover from a one turn spin in one and a half additional turns without exceeding Vne or the limit load factor. Given that the Mooney was designed for transportation and not acrobatics, it would be a waste of time and money for the manufacturer to test beyond the certification requirements. My understanding is that a one turn spin is generally considered incipient rather than fully developed. Recovery from a fully developed spin may be more difficult. I have spun a Citabria, Decathlon, C-150 and C-172. A two turn spin in each lost around 1000' if I recall correctly. BTW, according to my C-172S POH, intentional spins are still approved in the utility category. Bob Hoover used to perform five turn spins in the Shrike as part of his airshow routine until it went flat on him one time and he had to use all his test pilot skills to recover. To quote him, "I had been performing spins in the Shrike for twenty years and would have bet anything that it would not go flat. That experience taught me differently. I omitted the spins from my performance." (Forever Flying, chapter 25). So, if you get away with it once (or a hundred) times, the next one might be different. It's only the last one that counts. I believe Ron @Blue on Top has some experience in this regard and may have some thoughts to add to the discussion. Skip CAR-PART3.pdf

Was it the Sandisk or Samsung USB stick that was certified by the FAA to fly ILS approaches? I totally forgot.

Good morning, As a lot of other users can attest, our Aspen system provides the best bang for your buck. The system is truly designed to protect you as a pilot in the investment of your aircraft. Start with one screen, then a second and maybe a third over the years. Its not an all or nothing approach. I would consider Aspen Avionics a true "retrofit company" as opposed to a "forward fit company". Aspen products interface with your existing avionics, no panel modifications (major) are needed, and our willingness to work with other manufacturers and have an open architecture allows you not paint yourself into a corner in regards to your upgrades. As far as a addressing the "systemic" issues. All manufacturers have the some hiccups from time. Although the failures may seem systemic, they are rarely the SAME failures over an over. Once an issue is identified we can resolve in a fairly quick timetable. I know that things and processes are always changing in regards to the factory and manufacturing to ensure the failures are as few and far between as possible. I would be happy to discuss if our system is a good fit for you based on the type of flying you do, your existing equipment, and your future plans. To be honest, after a good conversation our system is just not what you need. I much rather have a happy customer that bought our product knowing it was a solid fit from them rather than a customer that was "sold" a system and is unhappy.

Currently there is rebooting issues that are happening. There is no one single trend that we have identified but working to find the culprit. We are aware of the EA100 issue and this is why reaching out to your dealer is the first and most important step. Thank you for being a Aspen customer. Hope I can be of some help here. Looking forward to being part of the community.

Ok, I’ll work to get a quote for the blocks. Will take a bit as I’m traveling the next few days, but will pull the blocks out and drop off for the quote later in the week. Thanks, David

Hello everyone. I just picked up my Mooney from the Mooney service station at Lapeer D95. They replaced the control unit on the waste gate, which Mooney guys (Kevin and Stacy) initiated it to be shipped from continental in those few hours they were open last Monday. What a great bunch of guys. Lapeer guys did a great work and everything is back to normal. Except the ice I picked on my 19 mile to KFNT all went great. Go Mooney guys. Perry

Thanks for joining the forum Andy. Amen brother! People who don't work with software/hardware combinations have no clue how this stuff works. And then to add in Garmin's propriety approach, it just makes solutions to a problem hard. You are going to love the Max. When we first powered it up, I could tell it was much visually much sharper but didn't realize the improvement in processor speed until I went flying with it. They added some nice features like the METARs on the MFD's nav page, the blue banana and fixed a few things like leaving the N number up on traffic.

This recent rebooting failure has not occurred before. I was referencing that back in 2015-2016 timeframe we has an issue with a particular in the component in the RSM. This happens a lot within the industry.... more now that everything is going digital and is so dependent on software. There are several instances where a software change fixes something and then causes a problem somewhere else. I am speaking in generalities here. Just look at the history of SW revisions on a unit and you can get an idea of I mean.

Uhhem, Either I misunderstand what you are trying to say or you don't really understand the situation. The issue with Vne is not while IN a spin, it is during the recovery, after you have stopped the rotation, because you will be at a very nose low attitude, gaining speed rapidly. Holding a Mooney in a spin isn't the problem, it is getting out of the spin, and it is necessary to both stop the turn and break the stall, which requires forward pitch long enough to break the stall, and then restoring a normal attitude at a rate that doesn't generate a secondary stall and doesn't exceed Vne. The Mooney rudder is not particularly effective at stopping the turn. A Cessna takes effort to initiate a spin and maintain it. The Mooney is very different. A spiral is normally encountered when in IMC and when not realizing you are turning. It has very little in common with a spin or spin recovery, although I suppose if the turn isn't fully stopped in a spin recovery it could happen. I'd like to hear thoughts on the subject from experienced CFII.

Many thanks for the kind words Skip. This server is loaded with LOP comments from yours truly on how I operate my own engine but I’ll try and give a concise summary. I set mixture based on my power needs/wants. I do not have “cookbook numbers”. I think it’s better to understand that all other things being equal, CHT is a proxy for internal cylinder pressure (ICP) as well as detonation margin. The number doesn’t tell you much unless you know what’s behind it. The <380° CHT that so many quote as their target is fine in July with an OAT of 60-90°F. I would find it concerning in February when the OAT is 10°-sub zero. Better to take into consideration what is driving the temp and what it means regarding ICP. No matter the regime I am always thinking about what the ideal CHT would be during that operation. My numbers for summer time are typically 335 to 375°. In the winter I’m leaning to keep CHT’s above 300° but below 345°. I use these ranges because I think they are conservative and give plenty of margin. I am not suggesting they are ideal for everyone. I use peak EGT (richest cylinder) a lot in cruise when at altitude. It’s a great mixture setting that many don’t consider. It provides an excellent mix of economy and power combined with good detonation margins and clean combustion. In the case of my engine it’s a cooler setting than 100° ROP. It burns less gas and the speed loss is barely noticeable. I run ROP if I must fly into strong winds at cruise altitude or for those rare occasions when I’m operating above 12,500. If I'm operating at a DA below 3000, I’m either full rich or far enough LOP to keep CHTs at a comfortable place with consideration to the OAT. I live in Maryland and in the dead of winter my 701’ field often has DAs as low as -3000 feet. That puts a lot of gas through the engine at full rich. LOP at low DA is a better option in almost every way. Cooler, cleaner, more efficient and little speed loss. I use the target EGT method to lean in climb (use mixture to maintain leanest take off EGT until curse altitude is attained). For cruise I set mixture to yield a CHT that I deem appropriate to OAT.. My engine very much likes high power LOP at low altitude. 25LOP is typically plenty lean to keep CHTs comfortable at most MP settings. On the coldest, high pressure days I start at 40 LOP and fine tune to keep CHTs where I want them. If there are headwinds up high I am happy to fly between 2000-3000’ with the throttle wide open and ram air open at 2500rpm LOP. That’s my quick but not so organized summary of the way I run the NA Lyc IO360. Posted from iPhone so bare with me.

This stuff doesn't work so well...

Ok people of money space. I own N6854V and I did all the work to it. Before I bought it I did all of my research on here so I thank you. I’m not flying a plane that has any issues and I made sure to get everything fixed. When I purchased the plane it was already due for OH. I did this after I got done with my insurance required hours. In hind sight I should have used an engine shop because trust me it was not cheaper then sending it to them. All parts were sent out, inspected, and brought back to factory specs. The prop was also rebuilt. I did use Bruce for the interior and he did remove and replace all of the old insulation. The reason for only 22 hours is because while doing the engine I found out I was having a boy. Let’s just say getting her into that plane after he came was not happening. I spent the money on the 650 and the transponder because I knew I had to do ADSB and I wanted to do my IFR ticket in this plane so I figured let’s just spend the money now and get what I can. I’m selling the plane because I am not allowed to take my son in it and I spend all of my free time with him when I’m not working 75hrs a week. I just replaced the landing disks a month ago and the tires at annual. It’s a great plane I love it but if I can’t use it I want someone who can to enjoy to own it so it doesn’t just sit. Sorry for the long post I never post on these things I just like to read what more knowledgeable people then me have to say on airplanes. I think it is priced where it should be all things considered.

Hello everyone. I just picked up my Mooney from the Mooney service station at Lapeer D95. They replaced the control unit on the flaps, which Mooney guys (Kevin and Stacy) shipped it to them in those few hours they were open last Monday. What a great bunch of guys. Lapeer guys did a great work and everything is back to normal. Except the ice I picked on my 19 mile to KFNT all went great. Go Mooney guys. Perry

With patience, you will get there. Think long and hard about your long term upgrade path.

This is getting goofier than ROP v. LOP... Anyone here study ‘capitalism in a communist country’ in their MBA program? Follow that up with ‘private ownership of a company, under communist rule’ How about a finance class for modern communism? Communism used to be so simple... My hat is off for the people at both ends of this debacle... There aren’t many machine building manufacturing companies in the neighborhood to go to... The factory management is pretty Top Notch to have gone this far... I have quite the biased opinion... I am a Mooney owner... Best I can tell, they are still on the same team, fighting the same fight... Still waiting for the next piece of news to come out... from a reliable resource... Like everything else, the news comes out when released... anyone can shut down a business... It takes a successful team and a bunch of hard work, throw on some good luck, to build and grow a business... Don’t throw in the towel until somebody makes you... Keep fighting the good fight. Everybody on the team has an important job to do... Everybody on the outside wants to see success... (let me know if this is not a true statement) Best regards, -a-

I was advised this evening by the airport manager that Wilgrove Airport in Charlotte is being sold, the property be developed with residential housing. Rats! I learned to fly at Wilgrove. Still have the back of a shirt that says something about 1st solo, January 7, 1977. Even though it was actually 1978. Bought half interest in a Cherokee 140 that same year, based it at Wilgrove. Got my private license in it also that same year on a Friday. Made my first business trip to Richmond two nights later. Flew the 140 a couple years, made a bunch of mistakes and learned a bunch of stuff. A full third of my hours were at night. Got an instrument rating. A frequent trip was Chesterfield County Airport near Richmond, now FCI, then it was W98. At the time, the only had an NDB approach. Flew it one time to Carlsbad, NM to visit Penny's parents. I joked that we got home, I slammed the door on that Cherokee, sold it and bought a Mooney. Pretty much the way it happened. Sold it to a guy in Morganton. For several years it was there. I asked Lynn Mace about it and he said he used to annual it, the owned later bought a Mooney. Easy to understand. I lived in the same house in Charlotte 41 years. Actually, it wasn't in Charlotte the first couple years, it gobbled us up soon enough. Charlotte kept growing, the city limits kept edging toward Wilgrove and finally annexed the property 5 years ago. We pay both county and city taxes here. When Wilgrove was annexed, taxes on the plane went up 50%. Same for the airport. Beginning of the end. Since this is Mooneyspace: The Mooney was a1965 M20C, 2075 TT, 900 SMOH. KX170B, MK12A, KT76, KN62 DME (had the mechanical indicator) and a KN74 RNAV. Hey, that was before LORAN, that was pretty fancy. Got my name on the waiting list for hangars. Year and a half later, got a shadeport hangar at Wilgrove. Lots more business trips at night. Coming home from Richmond one night, in and out of cloud at 6000, I hit a bird. Splattered on the prop, guts across the windshield. What the heck was he doing out on a night like that? Some personal trips too. I think 8 or 9 trips to NM. One year, mother-in-law had brain tumor surgery and we made three trips to NM that year. Gave one of our employees his first GA ride in that Mooney. Years later I was in Aurora, OR getting ready to take a tour at Vans Aircraft when Bill called to tell me he was taking flying lessons and just bought and airplane. There were other airplanes over the years, he died when his Baron hit the ground at high speed near the airport at Fayetteville. First electrical failure I had was in the dark, early one morning. I learned it was cheap to keep a fresh battery in an airplane. Mooney, whatever possessed me to sell it? But I did and bought a F33A Bonanza. By this time, I was VP in our company. Had offices in NC, SC and VA. I worked with our field sales guys on a regular basis, meeting them at 7 or 7:30 in the morning and wearing them out all day. Frequently it was dark, going and coming. Eventually we had sales people in GA, WV and MD. Then the company was sold. It took the new owners four years to turn a money making operation into a smoking hole in the ground. Just before that happened, I had enough and told one of our vendors I needed a place to work for a while. They gave me a job as a regional sales manager selling hydraulic cylinders. 14 States. Every Monday morning, got in the plane instead of the truck and went to Memphis, Jackson, Tampa, Pittsburgh, Mobile, Allentown, etc. I was happier than a mule eating briers. I would fly out of Wilgrove early enough to pick up a rental car before 8. Another few dozen trips to NM, a few to Bahamas, a dozen to Canada, fishing. Poured a concrete floor in the shadeport. Went through several engines, paint jobs and a couple interiors. About 10 pressure pump failures, a mix of alternator and regulators and one engine failure (NewYorkapproach,114ploutof11for7withanalternatorfailure,requestingimmediateturnforAllentownILSrunway6). Ah, good times. Landing on an unplowed runway at Wilgrove. Windy, rain, at night. It surprises me how lousy the weather could be but still flyable VFR. 24 years, 5300 hours, all out of Wilgrove. Ever been scared to look at something one last time? I walked directly away to the rental counter in Jackson, MS and wouldn't look toward the Mercury Aviation ramp. Somewhere in the middle of Bonanza ownership, a guy at Wilgrove asked if I was the David Lloyd that owned the Cherokee 140 he just bought. Yep. We walked down to his hangar to look it over. It was in the same hangar I had the Mooney in. With the Bonanza I had ratcheted up the row of hangars to the one beside the office. I'm still there for the next 90 days. Gary sold the 140 last year. The airport manager usually had a cookout in the spring, another in the fall. Live music by one of the hangar guys, a professional jazz musician. The first airport function I remember, I met and talked to a young corporate pilot. Monday evening when I walked in the front door, Steve's photo was on television. Hit a powerline while busting minimums. First of too many. Retirement was approaching and everything on the Bonanza was old and worn so it was sold. Started building the RV7 as a retirement project. Penny said I better hang on to that hangar. Final assembly, pink slip and first flight from Wilgrove. Glad I kept the hangar. One day a friend asked why some hangars were enclosed but not mine. Well, you can't get a building permit, the county is trying to choke off any development here. He said we could measure it up, order some steel and sheet and do it. We did. Not pretty, but serviceable. Went back to work for 9 months, going to see all the old customers. IFR in an RV tended to be kind of … sporty. Pittsburgh, Louisville, Chattanooga, Huntington, Monroeville. Flew it to NM once to see Penny's brothers. 9 Years, 475 hours, good times but time to move on. Sold the RV and bought a Mooney the same day in Indiana. Flew home to Wilgrove. Charts used to say 3000 feet. I've also seen 27 and 2800. With obstacles and displaced thresholds. Don't know what the book says now. It ain't real generous. I have always told students of the flight school, learn to land here and you can go anywhere. Learn somewhere else and you might not come here. First Mooney landing, final approach at 70 MPH, full flaps, looked like I knew what I was doing. Turned around on the runway about halfway down. That certainly is satisfying. Back in the fall, the cookout and the rain date were both rained out. Steve, Bill, Sam, Troy, Melvin, Bob and several others, all gone. Edit: Gotta add in a few more names. Helen, Hank and Richard. Stoke, cancer and old age tend to get most of us. Still, there are always new faces with the flight school and people buying and selling, needing a hangar or leaving. Guess there won't be many more new memories. There were some sad times, but a lot of good times. I'm gonna miss that place. Rats! I've got my name on hangar lists at a couple airports. The lists are longer than the time I have left. Don't know what to do. I have a Bruce cover but that is temporary. I suspect lack of a hangar will speed my flying retirement. Note the 114PL on the Bo (Penny's bday is 11/14), 224PL on the RV. Was going to change EB to PL. Don't know now.

Just like my multiple failures on my Garmin GTN 650 -- ONCE WHILE ON AN IFR FLIGHT IN IMC. Nothing like being in the soup and realizing the $10k box you bought won't let you communicate... Now that is scary! Should have bought the Avidyne...

WOW! MAYBE, someday soon, electric storage will match and even exceed 100LL for energy to weight density.

Sorry you're so upset about it. But no company is going to support a product forever. And greed has nothing to do with it. And frankly, the clients who are actually contributing to Garmin's success are the clients who regularly upgrade and buy the latest and greatest offering. It's definitely not customers who continue to use the old stuff long after many new products have been release.

^ Aka whack-a-mole. Software engineer here... he speaketh the truth. My Aspen should have arrived at the factory yesterday or today for the Max upgrade. I love my Evolution Pro and will likely add an MFD at some point.

The backbone of the US economy are the small businesses . Lets burden them more, make it harder, fine them more, make the laws so hard to understand that you must hire people just to stay legal. Companies like Amazon, Walmart and other ultra large companies would love that you close your doors

On your list of expense evaluations that you don’t have on your list is the incremental cost of engine wear. With mine, I did the whole engine thing hoses, starter, alternator, prop rebuild, engine monitor, prop governor, lord mounts and labor and it was just about 50k. With the realistic projected life of 2,000 hours I assess $25 an hour of cost to my flying expense. With the 6 cylinders engine I imagine it’s more like 80k to do the whole thing.

The service bulletins and other support doc are served up from hubspot.com Dunno if their website is hosted on hubspot cms In my day job, we use hubspot for both, and it ain't cheap. It's good, but a zombie company will not be on hubspot for long -dan

Yeah I’m ready to be done with using random mechanics. Fedex is bringing my RV-14 kit tomorrow. Then I will only have myself to blame. Climbed to 15k on the way home today just to try it. Climbed at 120IAS / 500fpm until about 12k, then I had to pitch up to maintain 500fpm.

Seems to me that anytime you are going to jack the plane to have it secured at three points, under wing jacks and either tail or front. I'm sure whoever decided to save time by not securing either the tail or front is wishing they could have a do-over.

Andy, welcome! Kudus for joining the forum also. Gives me great confidence as I consider various options to upgrade and make the choice between an Aspen/Avidyne path or the Garmin one. PS: seems the other issue is folks not using the correct grade ethernet cable and that the Max is particularly sensitive to this? PPS: While you're listening - if you guys could just drop the price of the EA100 to something more realistic for us folks with well-functioning legacy autopilots, it's a no-brainer to go Aspen forever. I don't like Garmin but $3k for the EA100?

Welcome aboard Andy. We hope you'll stick around. It's always good to have vendor reps on the board. I'm personally looking forward to the day the Aspens will talk to the new BK KFC230 AeroCruz. As soon as that happens I'll pull the trigger. E2000 Max and KFC 230.

David, thanks for doing this... -Don

As horrible as I feel for the aircraft, I am just glad the mechanic managed to get out from under it. Aircraft can be repaired far more easily than airplane mechanics. They can be replaced more easily as well.

My guess is that they were replaying the security video and recording it on the phone. No matter how many times you watch it you can't help but make sounds when you see it happen.

On an Aspen 2000 system, you can flip autopilot control from the PFD to the MFD when in reversion mode. This is done through a panel mounted switch. I think if you have the G3X controlling the autopilot and want to switch it to the Aspen, you would probably have difficulty since the G3X uses one of the GAD (43e?) to control an analog autopilot and the Aspen would require an EA-100 connected to do the control. The dual HSI feature of an Aspen 2000 was a big selling point for me. Even when not in reversion mode, the MFD has a built in HSI that I will either use to track a GPS overlay or a separate approach to the same runway. As for the flight director, I have the STEC flight director. It will display on both Aspens at the same time. Here is a shot of the MFD in reversion mode with the AP being controlled by the MFD. Sent from my iPad using Tapatalk Pro

According to that Old Faithful goes from about 106 to 185 feet. The fountain at Fountain Hills is 560 feet. https://en.wikipedia.org/wiki/Fountain_Hills,_Arizona

Oh Hardware. How old is your Mooney :-) And how much did you pay for it vs. the original purchase price? Don't get me wrong, I think a 430W should be $1500 in a rational market. But in an irrational market where people are trained to overpay for stuff, it's what we have.

Having a wife that has grown up in aviation helped me a lot. However, we had the discussion that sometimes we may not know if we are going until the day before and sometimes we may not know what time we are going until the day of. She understood and realized I would just keep her in the loop of when she needed to be ready to go and it would never be a hurried situation.

This. As long as you have the supplies and correct procedure, its not hard to do. Between myself and my mechanic, we did mine in about a week chipping away a few hours a day. Most of that time is spent scraping everything 100% clean

I can testify that the wings don't fold up at Vne. Speaking for a friend...

Here’s the 77J schematic (I cant recall your year). Radio relay bus shown in yellow. Master / main bus shown in red. My trim is a separate breaker to the left of the autopilot breaker. Clearly shows AP should be on main bus.

That’s odd. Lightly loaded I’m typically still ~ 500fpm at 10K sometimes better save for the doggiest days of summer. I’ve always thought the biggest performance advantage of the 200hp Mooney is its climb/high altitude performance. Nothing else in its class really compares.

My cable does operates smoothly. I’ve seen where the cables wears on bends and/or the sheath wears thin. But easiest to try a new cable first. Sent from my iPhone using Tapatalk

LOL... and I was just thinking I need to bring my 252 to you to fix the cable properly so I can turn it off.

Oh, Happy Day!!! Spoke with Corrine at LASAR this morning. Although they did not have the entire kit mentioned above, they did have the clamp-on stud! It, and the STC are going in the mail today. Because it was no the entire kit, they gave me a deal on the clamp and paperwork. I danced a little jig! Again, I cannot say enough good things about the people on this site, and the Mooney community in general. Now if we could just get the factory bank-rolled with an unlimited supply of money... I did wonder if they would cut me a deal on a partially completed new airframe??!!

I think it has something to do with the scaling of the runway on the display (150’ wide) and the fact I was still rolling to line up (the picture was taken from the iPad on the yoke). Sent from my iPad using Tapatalk Pro

This stuff worked great, even filled in low spots of old missing wingwalk. It is also rubber grit, not abrasive, very easy to apply with a brush. The wing walk is like a welcome mat, make it nice!

I believe the F model squat switch is connected via airspeed indicator circuitry, not a switch on the gear itself. My question about switch action being inop or over ridden is based on aircraft power being ON . Was it on? If not ON..... what the heck ? Regardless, airplane should have been secured via tail or front end area.

Veronica must be an amazing person to work with. So if anyone is keeping score... She is... 1) Running a high tech, Worldwide, aviation company... check. 2) Using capitalism in China... check. 3) Meeting promises of building Mooneys in Kerrville, not taking everything to China... check. 4) Have you seen any other Women doing this while still in China? 5) So if anyone is going to get the lights back on in Kerrville... it will probably start from the top. 6) Veronica has been a great leader. 7) The Ultras are spectacular next generation versions of the beloved O and Acclaim. Plenty of room for improvement and next gen ideas... seems this work is never done... 8) When you talk to new owners about their Mooneys... (I only spoke with one...) I must not be very outgoing... It is a traveling machine that enables people to go where they want, when they want, many states away... that was a business owner... buying another business machine... He was so happy with his decision, the enjoyment was infectious... 9) His plane was on display... 10) Don’t forget the team... A leader is only as good as their team... if you’re the leader... put in the extra effort to select a good team... Part of that team is the Transition Trainers, a few were at KOSH too... I got to spend some time with some awesome MSers on that part of the team as well... Mike and Dan got to listen to me asking lots of questions... 11) then there is this part... Making private aviation available in China... the place that doesn’t have enough GA airports... private aviation in a communist country...? Somebody believes that This is possible... Imagine for a moment... the freer flow of ideas, AND people... that has worked pretty well for humanity in other places... PP thoughts from the outside only, not a Mooney sales guy, yet... Best regards, -a-

Flew yesterday from Western NC -> SE MI. Stopped at Lunken (KLUK) for Lunch. Fierce headwinds the whole way - for a while saw 120kt GS at 70% power. Not the most time efficient trip ever but the lunch was good, and the company (my son) was great, so the extra time was in fact a bonus. If you're near Cincinnati and hungry, I can recommend the Sky Galley Restaurant for a stop and the folks at Waypoint FBO - great and very personal service. Cheers - Bob

Brazil just enacted their own version of GDPR. If you do business in Europe, Brazil and California, it will become a way of life. And I expect it will spread as countries can see it is another revenue stream. The main requirement of these GDPR laws is to define: 1) do you have a legitimate reason to have PII?(personally identifiable information) 2) are you protecting that information if you have it? and 3) do you have a record retention policy to ensure that PII is disposed of after you use it. And of course you have records proving you are doing all of this. There have already been fines issued. The Marriott Group was fined 99M Euros and British Airways is subject to a $230M fine. I think in part the law was introduced to make companies accountable for data breeches as Paul mentioned and to put some controls in place over all the data mining that goes on with companies like FaceBook and Google. Sent from my iPad using Tapatalk Pro